After receiving an order from the DSC to combine trains into a double train, the DSC of the odd system organizes shunting work to combine trains according to one of the options outlined below using the following technology.

OPTION 1 (Park "G")

The combination of trains into a double train is carried out on one of the tracks of the park "G" along the 3c - connecting track or the 16th connecting track.

The trains to be merged are located: the leading (head) - on one of the tracks of the receiving and sending depot "G", the driven (tail) - on one of the tracks of the receiving and sending depot "A". To unite the trains into a double train, the shunting dispatcher brings the plan of upcoming work to the MRTs-1 and MRTs-2 EAFs, the technical maintenance operator of parks “A” and “D”, who communicate the plan to the relevant employees. In parallel, in parks “G” and “A”, the leading and driven trains are prepared for departure, according to the technological process of the station.

Full testing of automatic brakes is carried out separately for each part of the train on the tracks of the above parks, with the issuance of a VU-45 certificate to train drivers in the established manner.

The formation of a double train is carried out by sending a double train (the tail part of a double train) along the 3c-connecting or 16th connecting track along the prepared shunting route from park “A” to park “G”. The station duty officer at the MRTs-1 post coordinates in advance with the shunting dispatcher of the odd system the route of combining the tail part of the train with the head, and then coordinates with the station duty officer at the MRTs-2 post the upcoming shunting work on forming a double train. Before combining the tail section with the head EAF, MRTs-2 is obliged to warn the driver of the leading locomotive in park "G" about the upcoming coupling of the tail section of the train with it.

Before the departure of the tail section of the train, MRTs-1 EAF is obliged to warn the driver about the upcoming coupling with the head train standing on one of the tracks of the “G” park.

The driver of the tail section going to the merger, departing from the park path “A” according to the indications of the shunting traffic lights, follows the 3c connecting path to the M-78 shunting traffic light or along the 16th connecting path to the M-222 traffic light, where he stops. Traffic lights M-78 or M-222, respectively, must signal with a prohibitory indication.

After the train stops, the driver reports to the MRTs-2 chipboard: “The train from track no.... of park “A” is standing at signal M-.... Ready to merge. Machinist..."

Having received this information from the MRTs-2 chipboard driver, it prepares a route from the M-78 signal or the M-222 signal, respectively, to the track of the “G” park, where the head part of the double train is located. After testing the automatic brakes, the driver is obliged to drive the train according to the permissive indications of shunting traffic lights M-78 or M-222, respectively, at a speed of no more than 20 km/h. Before reaching 20-50 meters from the head of the train, the driver of the tail section must stop the train and personally, together with the technical maintenance worker, inspect the coupling devices of the tail car. Having made sure that the automatic coupler is in good working order, he coordinates via radio communication with the driver of the tail section standing in the way of the fleet “G” about the possibility of coupling the trains and then, at a speed of up to 3 km/h, pulls the train up to the connection.

After coupling the tail section locomotive with the last car of the head section, the tail section driver makes sure that the automatic couplers are properly coupled, after which the tail section driver's assistant combines the brake hoses. Then, the driver of the head section of the train performs a short test of the auto brakes. After a short test of the auto brakes, the double train departs according to the indication of the output traffic light H2A or H2B.

The driver of the lead electric locomotive informs the MRTs-2 EAF that the train is ready for departure. The station duty officer at MRTs-2 post coordinates with the train dispatcher the departure time of the double train, after which he dispatches the train. The train dispatcher organizes the unimpeded passage of a double train through the section.

OPTION 2 (Park “A”)

The combination of a double train is carried out along the 3C - connecting track or the 16th connecting track. The trains to be combined into a double train are located on the tracks of the receiving and departure park “A”. To combine the trains into a double train, the shunting dispatcher communicates the plan for the upcoming work to the station duty officer at the MRTs-1 post, the operator of the technical maintenance department of fleet “A”. After the completion of technical and commercial servicing of the trains, the station duty officer at MRTs-1 post of the odd system announces via park communication and drives the train locomotives under the completed trains. To carry out a full testing of auto brakes and fill out a certificate of brakes form VU-45, the operator of the STC of park “A” informs the operator of the technical maintenance department of park “A” in advance the necessary information (weight, number of axles, etc.) of the combined trains.

To provide assistance to a stopped train from the rear of the train on the right path, the driver of the auxiliary locomotive is obliged to follow the automatic blocking signals at the set speed, and after stopping at a traffic light with a prohibiting indication, call the driver of the train who is being assisted, clarify the location of his stop and the conditional length of the train indicated in the permit form DU-64, then continue moving at a speed of no more than 20 km/hour.

Before reaching the train, the driver must stop, personally inspect the automatic coupler of the tail car, secure the locomotive automatic coupler in the “buffer” position, and only then carefully approach the train. Pushing begins according to instructions given by the driver of the first train, and subsequently the drivers of both locomotives are required to communicate with each other via radio and coordinate their actions. Once the need for assistance has passed, the second locomotive, upon instructions from the leading locomotive, stops pushing. After the pushing stops, he continues moving, independently guided by auto-blocking signals.

In areas equipped with automatic blocking and train radio communication, in conditions of good visibility to provide assistance to a train stopped on the stretch you can use a locomotive uncoupled from a freight train, following the stopped train along the stretch.

Assisting a locomotive behind a traincarried out by registered order of the DNC of the section, after the closure of train traffic on this section. In this case, the locomotive can be uncoupled from the train only after the train has been secured in the established manner, taking into account the guide slope, track profile and securing standards for this service section. The procedure for moving to a train that has requested assistance is similar to the procedure for providing assistance to a single locomotive.

After the nudging stops, the locomotive returns to the abandoned train, and if this locomotive, in the process of providing assistance, together with the train arrives at the one in front, its return to the train left on the stretch is carried out after the closure of the haul (distance route) by order of the DNC at the direction of the station's DSP with the delivery of permission to form DU-64. Before reaching the abandoned train, the driver stops the locomotive and personally makes sure that the automatic coupler is ready for coupling. After attaching and charging the brake line to the set pressure, a short test of the auto brakes is carried out, and then the brake shoes are removed from under the wheels of the cars and the hand brakes are released

Providing assistance to a train stopped on the stretch by a train coming from behind without uncoupling the leading locomotive from it on the road is not permitted.

When disconnecting a train during a stretch, the driver is obliged to:

1) immediately report the incident via radio to the drivers of trains following the stretch, and the traffic control stations of the stations limiting the stretch, who immediately report this to the DNC.

2) through the assistant driver, check the condition of the train and coupling devices of the disconnected cars and, if they are in good condition, couple the train. The disconnected parts of the coupling train should be brought down with extreme caution so that when the cars collide, the speed does not exceed 3 km/h;

3) replace damaged brake hoses with spare ones or those removed from the tail car and at the front beam of the locomotive.

In all cases when operations to connect disconnected parts of a train cannot be completed within 20 minutes, the driver is obliged to take measures to ensure that the part of the train remaining without a locomotive is secured with brake shoes and hand brakes.

After coupling the disconnected parts, the assistant driver must verify the integrity of the train by checking the number of the tail car and the presence of a train signal on it. Before resuming movement, the hand brakes must be released, a short test of the auto brakes must be carried out, and the brake shoes must be removed from under the cars.

It is not allowed to connect parts of the train during the stretch:

1) during fog, snowstorm and other unfavorable conditions, when signals are difficult to distinguish;

2) if the uncoupled part is on a slope steeper than 0.0025 and can move away from the push when connected in the direction opposite to the direction of movement of the train.

In exceptional cases, a locomotive behind the moving train can be used to connect with the uncoupled part of the train.

If it is not possible to connect a train, the driver must request an auxiliary locomotive. When providing assistance from the tail of the train, if the location of the tail section is unknown, the driver of the auxiliary locomotive (recovery train), in addition to permission on the DU-64 form, is given a warning:

“The location of the cars that became separated during the haul is unknown.”

In the presence of such a warning, the driver of the train providing assistance must follow the section with special vigilance and at such a speed that would ensure a timely stop in front of the obstacle.

Movement of utility trains during work on railway tracks during the window period.

To carry out large-scale repair and construction work, the train schedule must provide for windows in the movement of trains and take into account the speed restrictions caused by these works.

Window- the time during which the movement of trains along a section, separate tracks or stations is stopped for repair and construction work.

Train economic– a train designed to carry out work on the maintenance, servicing and repair of railways. ways.

Performance Manager- the responsible person entrusted with the management of repair and restoration work during the “window” period.

Closing and opening of the stage before the start of work and after its completion are formalized by order of the DNC. It is prohibited to begin work before receiving an order from the DNC and until the work site is fenced with established signals.

The work permit must indicate: the types of work, the time for which the closure of a section or a separate track is agreed upon, the position and name of the person exercising unified management of these works.

The dispatch of utility trains to a section closed for repairs is carried out using permits on the DU-64 form. In accordance with the permit, the DU-64 form indicates the place (kilometer) of the initial stop of each train.

PERMISSION COVER Station (stamp) “____” ___________________________ 20___ I authorize train No. _________________________ with locomotive No. ____________________________ to go on the _______________________ stretch along ______________ track to _________________ km for ________________________________________ __________________________________________ __________________________________________ ___________________________________________ This permit gives the right to pass the output signal of the station with a prohibitory indication and follow the passage regardless of the readings of the automatic blocking traffic lights. Station duty officer _______________________________ (signature) (white form with a red diagonal stripe)

PERMISSION Station (stamp) “____” ________________________ 20___ I authorize train No. _________________________ with locomotive No. ____________________________ to go to the stretch _______________________ along the ______________ route to _________________ km for ________________________________________ _____________________________________ ____________________________________________ ____________________________________________ This permit gives the right to pass the output signal of the station with a prohibitory indication and follow the stretch regardless of the readings of the automatic blocking traffic lights. Station duty officer _______________________________ (signature) (white form with a red diagonal stripe)

The driver of each utility train must proceed to the place indicated in the permit on the DU-64 form. The first train travels at the set speed, the subsequent ones at a speed of no more than 20 km/h. The initial stopping places of service trains sequentially sent for hauling must be at a distance of at least 1 km from each other. Service trains must proceed with special vigilance, at a speed of no more than 20 km/h, only to the place specified in the permit, where, on the instructions of the work manager, a portable stop signal is installed, guarded by a signalman standing next to it with a manual red signal. After stopping, further movement of utility trains along the stretch is carried out at the direction of the work manager at a speed of no more than 20 km/h.

Departure of utility trains for hauling, "to be closed".

If work is carried out on a stretch equipped with automatic blocking, then, in agreement with the DSC, it is allowed to send utility trains to the work site using automatic blocking signals, without waiting for the closing of the stage.

The driver of each train is given a warning about stopping on the stretch at the place specified in the application of the work manager.

Permission on the DU-64 form when sending such trains to a section subject to closure is given to the work manager, who passes it on to the driver after the train stops on the section at a designated place and receives an order from the DNC to close the section. The section is closed for repair work by order of the DNC after the release of trains sent ahead of service trains.

Service trains departing from a railway station in one train for simultaneous work on a haul can be uncoupled or connected during the haul as directed by the work manager.

When departing from a railway station several utility trains connected to each other for their subsequent operation on the haul at the direction of the work manager, the driver of each of them must be issued a separate permit on form DU-64 with each utility train assigned a separate number. In the absence of permission on form DU-64, the work manager is prohibited from uncoupling utility trains on the stretch.

Departure of utility trains from the stagecarried out according to the instructions of the work manager, previously agreed upon with the DNC.

If on double-track sections equipped with automatic blocking, after completion of work, utility trains are sent to the station along the correct track, then their movement, regardless of whether the drivers have permission on the DU-64 form, is carried out according to automatic blocking signals at a set speed.

In other cases, the speed of service trains returning after working on the haul (except for the first one) should be no more than 20 km/h, with a distance between them of at least 1 km.

The opening of the stage is carried out by order of the DNC.

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 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;

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.

Answer:9. When a train is disconnected (broken) during a stretch, the driver is obliged to:

1) immediately report the incident via radio to the drivers of trains following the stretch, and the traffic control stations of the stations limiting the stretch, who immediately report this to the DNC. In the absence or malfunction of radio communication, the message is transmitted via other types of communication, in accordance with paragraph 103 of Appendix No. 6 to the Rules;

2) through the assistant driver, check the condition of the train and coupling devices of the disconnected cars and, if they are in good condition, couple the train. The disconnected parts of the coupling train should be brought down with extreme caution so that when the cars collide, the speed does not exceed 3 km/h;

3) replace damaged brake hoses with spare ones or those removed from the tail car and at the front beam of the locomotive.

In all cases when operations to connect disconnected parts of a train cannot be completed within 20 minutes, the driver is obliged to take measures to ensure that the part of the train remaining without a locomotive is secured with brake shoes and hand brakes.

After coupling the disconnected parts, the assistant driver must verify the integrity of the train by checking the number of the tail car and the presence of a train signal on it. Before resuming movement, the hand brakes must be released, a short test of the auto brakes must be carried out, and the brake shoes must be removed from under the cars.

10. It is not allowed to connect parts of the train during the stretch:

1) during fog, snowstorm and other unfavorable conditions, when signals are difficult to distinguish;

2) if the uncoupled part is on a slope steeper than 0.0025 and can move away from the push when connected in the direction opposite to the direction of movement of the train.

In exceptional cases, a locomotive behind the moving train may be used to connect with the uncoupled part of the train in the manner provided for in paragraph 22 of this appendix.

11. If it is impossible to connect the train, the driver must request an auxiliary locomotive or recovery train in the manner provided for in paragraph 2 of this appendix, additionally indicating in the application the approximate distance between the disconnected parts of the train.

In the exceptional cases provided for in paragraph 2 of this appendix, a train locomotive (with or without carriages) may be used to deliver a written request for assistance to the railway station. The tail of such a locomotive must be marked in the manner prescribed in paragraph 90 of Appendix No. 7 to the Rules.

It is not allowed to leave trains containing cars with people and dangerous goods of class 1 (VM) on the stretch without security.

3.Fencing of obstacles and work at the station with stop signals on public and non-public routes. ISI p .42

Answer: 42. Any obstacle to movement along station railway tracks and turnouts must be fenced off with stop signals, regardless of whether a train (shunting train) is expected or not.

When fencing a place of obstacle or work on a station railway track with stop signals, all switches leading to this place are set in such a position that railway rolling stock cannot enter it, and are locked or sewn up with crutches. At the site of an obstacle or work being carried out on the axis of the railway track, a portable red signal is installed (Fig. 98).

If any of these arrows are pointed towards the location of the obstacle or work and do not make it possible to isolate the railway track, such a place is fenced on both sides with portable red signals installed on public railway tracks at a distance of 50 m, and on non-public railway tracks use - 15 m from the boundaries of the obstacle or work site (Fig. 99). In the case where the points of the switches on public railway tracks are located closer than 50 m, and on non-public railway tracks - closer than 15 m from the place of obstacles or work, a portable red signal is installed between the points of each such switch (Fig. 100).

When fencing with portable red signals the location of an obstacle or work on a switch, the signals are installed: on the side of the cross - against the limit column on the axis of each of the converging railway tracks; on the opposite side on public railway tracks - 50 m, and on non-public railway tracks - 15 m from the point of the arrow (Fig. 101).

If, close to the switch that is to be fenced, there is another switch that can be placed in such a position that the railway rolling stock cannot move onto the switch where there is an obstacle, then the switch in this position is locked or sewn up. In this case, a portable red signal is not placed on the side of such an insulating arrow (Fig. 102).

When the arrow cannot be placed in the indicated position, then a portable red signal is installed on public railway tracks at a distance of 50 m, and on non-public railway tracks 15 m from the place of obstacle or work in the direction of this arrow (Fig. 101).

If the place of the obstacle or work is located on the entrance switch, then from the side of the section it is fenced with a closed entrance signal, and from the side of the railway station - by portable red signals installed on the axis of each of the converging railway tracks against the limit post (Fig. 103).

When the site of an obstacle or work is located between the entrance arrow and the input signal, then from the stage side it is fenced with a closed entrance signal, and from the railway station - by a portable red signal installed between the points of the entrance arrow (Fig. 104).

A switch post duty officer who discovers an obstacle at a switch must immediately install one portable red signal at the location of the obstacle (before starting repair work) and report this to the railway station duty officer.

Ticket 8

1. Responsibilities of the driver when driving a train (the driver must). What is prohibited for the driver along the route (not allowed). PTE app. 6 clause 99,100

Answer: 99. When driving a train, the driver must:

have braking devices always ready for action, check them along the route, do not allow the pressure in the main reservoir and in the line to drop below the established standards;

when there are prohibitive indications of constant signals, indications of speed reduction signals and other signals requiring a reduction in speed, using service braking, stop the train without passing the stop signal, and proceed with the speed reduction signal at a speed not exceeding that set for this signal;

follow the signal sign fencing the neutral insert (to avoid stopping the locomotive on it) at a speed of at least 20 km/h;

If a stop signal is suddenly given or an obstacle suddenly appears, immediately apply emergency braking to stop the train.

100. During the route, the driver has no right to:

exceed the speeds established by these Rules, the order of the owner of the infrastructure, the carrier, the owner of non-public railway tracks, as well as issued warnings and signal instructions;

be distracted from operating a locomotive, a motor-car train, special self-propelled rolling stock, its maintenance and monitoring the signals and condition of the railway track;

disable properly functioning safety devices or interfere with their operation;

go to the haul if there is a failure on the locomotive, special self-propelled rolling stock of traction equipment that ensures the movement of the train, and it is impossible to eliminate the cause of the failure.

2. Departure of a delayed train after the traffic light output signal is blocked during semi-automatic blocking. IDP adj.3 p.6

Answer: 6. If, after the opening of the exit traffic light, the train for some reason is not sent, the station’s traffic control department is obliged to close the exit traffic light, make an entry about this in the train traffic log and report the delay of the train to the neighboring separate point and the DNC. Departure of a delayed train or another train of the same direction is carried out with the exit traffic light closed, with permission on form DU-52 with filling out point I. The adjacent separate point is notified of the time of the actual departure of the train by telephone. In case of electromechanical blocking without executive posts, after the actual departure of a delayed or another train in the same direction, a blocking signal is sent to the adjacent separate point. The following trains depart through the blockage as usual. Permission on form DU-52 with filling out paragraph I is issued to the driver of the leading locomotive also in cases of spontaneous closing of the output traffic light (due to false occupancy of an isolated section, burnout of a traffic light lamp or erroneous closing of the output traffic light) when the blocking is in good working order.

At railway stations where train radio communication devices are equipped with an automatic registration system for conversations, instead of issuing permission on the DU-52 form, the train driver can be sent via radio communication an order recorded on the conversation recorder to dispatch in accordance with clause 17.1 of Table No. 2 of Appendix No. 20 to this Instructions. At railway stations that have devices that, during a free run, allow the exit traffic light to be reopened, the train departs via the newly opened exit traffic light. Devices for re-opening the exit traffic light of the DSP station can only be used with the consent of the DNC.

3. "Lower pantograph" indicator, purpose. Installation of a pointer and permanent signs to it. ISI p.66,69

Answer: . On electrified DC sections in front of air gaps, where in the event of a sudden voltage drop in one of the sections of the contact network, the passage of electric rolling stock with raised pantographs is not allowed, signal light indicators “Lower the pantograph” are used, placed on the supports of the contact network or individual masts (Fig. 140).

When a flashing luminous strip of transparent white color appears on the signal indicator, the driver is obliged to immediately take measures to follow the fenced air gap with lowered pantographs. Normally, the signal bars of the indicators do not light up and in this position the indicators have no signal value. In the case of using signal signs “Lower the pantograph”, a permanent signal sign with reflectors “Attention! Current divider" (Fig. 147). A permanent signal sign “Raise the pantograph” with reflectors on it is installed behind the air gap in the direction of movement (Fig. 148).

Schemes for installing signal signs “Lower the pantograph” and permanent signal signs “Raise the pantograph” and “Attention! Current separation" are shown in Fig. 149, 150. Their placement should not impair the visibility and perception of permanent signals.

When operating 12-car electric trains, the distance from the air gap to the permanent “Raise the pantograph” sign must be at least 250 m.

Ticket 9

1. Wayfinding and signal signs, their purpose and installation location. PTE adj.1 clause 30

Answer: The owner of the infrastructure, the owner of the non-public railway track establishes:

at the main railway tracks there are signal and direction signs;

at turnouts and at other junctions of railway tracks there are limit posts.

If necessary, special waymarks are installed to mark the boundaries of the railway right-of-way of public and non-public railway tracks, as well as to mark hidden roadbed structures on the surface of the earth.

Signal signs are installed, respectively, by the owner of the infrastructure, the owner of the non-public railway track on the right side in the direction of movement, and track signs - on the right side according to the number of kilometers at a distance of at least 3100 mm from the axis of the outer railway track.

In excavations (except rocky ones) and at the exits from them, track and signal signs are installed, respectively, by the owner of the infrastructure, the owner of the non-public railway track outside the ditches and chutes on the field side. In heavily drifted excavations and at the exits from them (within up to 100 m), these signs are installed at a distance of at least 5700 mm from the axis of the outer railway track. The list of such excavations is established, respectively, by the owner of the infrastructure, the owner of the non-public railway tracks. In electrified areas, signal and track signs can be installed on contact network supports, except for those supports on which traffic light heads, complete transformer substations, contact network disconnectors and arresters are installed.

Limit columns are installed in the middle of the intertrack in the place where the distance between the axes of converging railway tracks is 4100 mm. On existing station railway tracks, which are not used by railway rolling stock built to gauge T, it is allowed to maintain a distance of 3810 mm. On transshipment railway tracks with a narrowed inter-track, limit posts are installed in the place where the width of the inter-track reaches 3600 mm.

On curved sections of the railway track, these distances must be increased in accordance with the rules and regulations.

Signal, wayfinding and special waymarks must comply with the rules and regulations.

2. The procedure for accepting trains into a station when the entrance traffic light is prohibited by order of the station duty officer. IDP appendix 9 clause 32

Answer: Reception of a train with a prohibitory indication of the entrance traffic light is carried out according to a registered order from the station's traffic police, transmitted to the train driver via radio communication in accordance with paragraph 4.1 of Table No. 2 of Appendix No. 20 to these Instructions.

When a train is traveling along the wrong railway track and there is no input signal along this railway track, the train is received according to a registered order from the station's chipboard, transmitted to the train driver via radio communication in accordance with clause 4.2 of Table No. 2 of Appendix No. 20 to these Instructions

Having repeated the order and received confirmation from the station's traffic police that the order was understood correctly, the driver enters the train into the railway station.

A similar order from the station's traffic police is transmitted to the driver about the train proceeding to the railway station when the entrance traffic light is prohibiting, if this permission is transmitted via a special telephone installed at the entrance traffic light (signal sign “Station Boundary”). Only locomotive crews can use this phone.

As a rule, an order is transmitted via radio communication to the driver in advance, when the train approaches the railway station. The order is transmitted via a special telephone to the driver after the train stops in front of the entrance traffic light (signal sign “Station Boundary”).

3. Designation of the head and tail of a freight train when moving cars forward along the correct and incorrect tracks. ISI p.87,88

Answer: . The head of a freight train, when moving cars forward on single-track and along the correct railway track on double-track sections, is not indicated by signals during the day; at night, it is indicated by a transparent white light from a lantern near the buffer beam (Fig. 190).

When carriages move forward along the wrong railway track, the head of the freight train is indicated: during the day - by an unfurled red flag, shown on the left side by the employee accompanying the train, located on the front transition platform; at night - with a transparent white light from a lantern near the buffer beam and a red light from a hand-held lantern, shown on the left side by the worker accompanying the train (Fig. 191).

88. The tail of the train when moving on single-track and along regular and irregular railway tracks on double-track sections is indicated:

The tail of the train when moving on single-track and along regular and irregular railway tracks on double-track sections is indicated:

1) train head:

during the day - the locomotive is not indicated by signals, and the carriage is indicated by a red disk near the buffer beam of the carriage on the right side (Fig. 195);

at night - two transparent white lights near the buffer beam of the locomotive (Fig. 188) or one transparent white light near the buffer beam of the car on the right side, while the head car is supplemented with an audible alarm device;

2) tail of the train:

during the day - with a red disc near the buffer beam of the car on the right side
(Fig. 196), the locomotive at the tail of the train is not indicated by signals;

at night - one transparent white light on the buffer beam of the car on the right side (Fig. 197) or two red lights on the buffer beam of the locomotive (Fig. 198)

Ticket 10

1. Responsibilities of the driver after coupling the locomotive to the train. PTEpril.6 clause 97

Answer: 97. After attaching a locomotive to a train (special self-propelled rolling stock to a utility train), the driver is obliged to:

make sure that the locomotive, special self-propelled rolling stock is properly coupled to the first carriage of the train and the connection of air hoses and electrical wires is correct, as well as the opening of the end valves between them;

charge the brake line with compressed air, make sure that the pressure drop does not exceed the established standards, and test the brakes;

obtain a certificate confirming that the train is equipped with brakes, check the number of the tail car indicated therein with the actual sheet and make sure that the brake pressure on the train complies with the established standards;

get acquainted with the composition of a freight and cargo-passenger train using a full-scale sheet - the presence of cars occupied by people, cargo of certain categories specified in the rules for the transportation of goods on railway transport, as well as open railway rolling stock;

get acquainted with the composition of the passenger and mail and luggage trains using a full-scale sheet - the presence of cars occupied by cargo and baggage;

If the locomotive is equipped with a radio station with individual calling, set the assigned train number on the radio station control panel.

After coupling the locomotive to a passenger train with electrically heated cars, the driver is required to lower the current collectors for the electrician to connect the high-voltage inter-car electrical connectors.

In areas equipped with automatic locomotive signaling, the driver of the leading locomotive, motor-car train, special self-propelled rolling stock is obliged to turn on these devices before leaving the railway station, and in areas equipped with radio communication, make sure that the radio station is turned on, and by calling, check the radio connection with the chief (mechanic-foreman) of the passenger train and, accordingly, the supervisor of work on the utility train.

2. In what cases is the reception and procedure for receiving trains at the station when the entrance traffic light is prohibited with written permission? IDP appendix 9 clause 34

Answer: 34. In exceptional cases, when other types of permits provided for in paragraph 30 of this appendix cannot be used to receive a train at a railway station when the entrance traffic light is prohibitive, the acceptance of the train is carried out with the written permission of the station’s traffic police with the following content:

“The driver of train No. ... is allowed to follow the ... station path. The reception route is ready. Chipboard (signature).”

The permit is certified by the stamp of the railway station and the signature of the station's chipboard indicating the day, month and time of filling out the permit (hours, minutes).

To transfer written permission to the driver of an arriving train, switch post attendants, signalmen, attendants and operators of centralization posts, workers of compilation teams and other workers may be involved in the manner provided for in the station's TPA or instructions on the procedure for servicing and organizing traffic on non-public railway tracks.

3. How and in what cases the warning signal is given. ISI p.97

Answer: 97. The warning signal is one long whistle, and when moving along the wrong railway track - one long, short and long whistle of a locomotive, motor-car train, special self-propelled railway rolling stock is given:

1) when the train approaches railway stations, waypoints, passenger stopping points, portable and manual signals requiring a reduction in speed, signal signs “C”, excavations, curved sections of the railway track, tunnels, railway crossings, removable railcars, removable repair towers, track cars and other removable moving units, and on non-public railway tracks, in addition, when approaching car dumpers, bunkers, overpasses, carriage scales, cargo flow restoration devices, cargo defrosting garages, as well as other objects located on non-public railway tracks ;

2) when the train approaches the work site, starting from the kilometer preceding the one indicated in the warning, regardless of the presence of portable signals;

3) upon perception of the manual signal “Lower the pantograph” given by the signalman;

4) when approaching people on the railway track and in other cases established by the owner of the infrastructure, the owner of non-public railway tracks.

When traveling during fog, snowstorms and other unfavorable conditions that reduce visibility, the warning signal is repeated several times.

Train compilers who have stopped maneuvers due to the reception of a train, signalmen and those on duty at the switch post at the warning signal are each obliged to check and make sure in their own area that the safety of the movement of the received train is ensured.

Ticket 11

1. Visibility of traffic light signals on the main and side tracks of the station. PTZ pr.3p.4

Answer: 4. Red, yellow and green signal lights of entrance, warning, passage, barrier and cover traffic lights on straight sections of a public railway track must be clearly visible day and night from the control cabin of a mobile unit at a distance of at least 1000 m. On curved sections of the railway track the readings of these traffic lights, as well as signal stripes on traffic lights, must be clearly visible at a distance of at least 400 m. In very rough terrain (mountains, deep excavations), the visibility distance can be reduced, but not less than 200 m.

On non-public railway tracks, the signal lights of entrance, warning, passage, barrier and cover traffic lights on straight sections of the railway track must be clearly visible day and night from the control cabin of the moving unit at a distance of at least braking distance, defined for this place with full service braking and set speed, and entry and technological signaling - at least 50 m.

The indications of exit and route traffic lights on the main railway tracks must be clearly visible at a distance of at least 400 m, the exit and route traffic lights of side railway tracks, invitation signals and shunting traffic lights - at a distance of at least 200 m, and the indications of route signs - at a distance of at least 100 m.

2. The action of the driver after the train stops in front of a traffic light with a red light, as well as with an unclear indication or one that goes out during automatic blocking. IDP adj.1 p.2

Answer: 2. In case of automatic blocking, the permission for a train to occupy the block section is the permissive indication of the exit or passage traffic light.

As an exception, at traffic lights (except for those located in front of the entrance traffic lights) located on long climbs, it is allowed in each individual case, with the permission of the owner of the infrastructure or the owner of the non-public railway tracks, to install a conditionally permissive signal given by a sign in the form of the letter “T”, marked on the traffic light support panel. The presence of this signal serves as permission for a freight train to proceed through a red traffic light without stopping. In this case, the train must pass a traffic light with a red light on public railway tracks at a speed of no more than 20 km/h, and on non-public railway tracks - no more than 15 km/h.

After the train stops in front of a traffic light with a red light, as well as with an unclear indication or the light has gone out, if the driver sees or knows that the block section ahead is occupied by a train or there is another obstacle to movement, it is prohibited to continue moving until the block is cleared. the area will not be freed. If the driver is not aware of the presence of a train block section (another obstacle) in the block ahead, he must, after stopping, release the brakes and, if during this time no permitting light appears at the traffic light, drive the train to the next traffic light on public railway tracks at a speed not exceeding more than 20 km/h, and on non-public railway tracks - no more than 15 km/h.

If the next passing traffic light is in the same position, the movement of the train after stopping continues in the same order.

In the event that after following the established this Instruction In the order of a passing traffic light with a prohibiting indication, with an unclear indication or an extinguished light, and further following the block section, a yellow or green light will appear on the locomotive traffic light, the train driver can increase the speed to 40 km/h and proceed with special vigilance until the next traffic light.

If the lights on a locomotive traffic light are unstable while traveling along a block section, the driver must drive the train to the next traffic light on public railway tracks at a speed of no more than 20 km/h, and on non-public railway tracks - no more than 15 km/h.

When a train moves along a section, the train driver and his assistant are obliged to monitor the readings of traffic lights and strictly comply with their requirements, and if there is an automatic locomotive signaling system (hereinafter referred to as ALSN), monitor the readings of both track and locomotive traffic lights.

When the track traffic light signal is not visible (due to a long distance, the presence of a curve, fog, and in other cases), the train driver and his assistant must be guided by the indications of the locomotive traffic light before approaching the track traffic light within visibility distance.

3. Signals sent by output traffic lights during semi-automatic blocking.

ISI p.14,16,17

Answer: 14. Exit traffic lights in areas equipped with semi-automatic blocking signal:

1) one green light - the train is allowed to depart from the railway station and proceed at the set speed; the passage to the next railway station (travel post) is free (Fig. 28);

2) one red light - stop! It is prohibited to pass the signal (Fig. 29);

3) two yellow lights – the train is allowed to leave the railway station at a reduced speed; the train deviates along the switch; the passage to the next railway station (travel post) is free (Fig. 30);

4) two yellow lights, the top one blinking – the train is allowed to leave the railway station at a reduced speed; the train deviates along the switch; the passage to the next railway station (waypoint) is free; the entrance traffic light of the next railway station is open (Fig. 30a).

16. If there is a branch line equipped with a track interlock, as well as to indicate the railway track to which the train is sent on multi-track sections equipped with a track interlock, and on double-track sections equipped with two-way automatic interlocking, exit traffic lights, if necessary, are installed by the owner of the infrastructure or owner railway tracks of non-public use, are supplemented by the corresponding indication of the route indicator.

In the absence of a route indicator, it is allowed, before the reconstruction of signaling devices, to use the signal: two green lights at the exit traffic light - when a train departs for a branch or onto the railway track of a multi-track section, or along the wrong railway track with a two-way automatic blocking, which indicates the vacancy of at least two block sections with automatic blocking, for freedom of passage to the next railway station (waypoint) - with semi-automatic blocking (Fig. 33).

On double-track sections, where movement along the correct railway track is carried out according to automatic blocking signals, and on the wrong railway track - according to the indications of locomotive traffic lights, as well as on double-track sections equipped with automatic locomotive signaling, used as an independent means of signaling and communication, exit traffic lights when departing from railway station on the wrong railway track, it is allowed to give a signal: one yellow flashing and one moon-white lights - the train is allowed to leave the railway station and then follow the wrong railway track according to the indications of the locomotive traffic light (Fig. 34).

When temporary devices for organizing traffic along the wrong railway track of double-track and multi-track sections are turned on according to the signals of locomotive traffic lights for the period of repair, construction and restoration work, it is allowed to send trains to the wrong railway track according to the signals installed for the correct railway track.

The speed of movement when departing on the wrong railway track on double-track (multi-track) sections equipped with a permanent two-way automatic blocking for movement on the wrong railway track according to the indications of the locomotive traffic light is established by the owner of the infrastructure or the owner of the non-public railway tracks.

17. At railway stations with exit traffic lights, if there is a branch that is not equipped with a track block, the readiness of the departure route to the branch is indicated by one moon-white light of the exit traffic light; trains are sent to the branch with the driver being given a key-staff or a DU-50 form (hereinafter referred to as the Travel Note) with the moon-white light and the red light of the exit traffic light extinguished (Fig. 35).

At railway stations of non-public railway tracks that have exit traffic lights, if there is a branch that is not equipped with a track block to indicate the readiness of the departure route to the branch, the output traffic lights can be supplemented with appropriate indications, the values ​​of which are established by the owner of the non-public railway tracks.

If there are shunting signals at railway stations, when the departure route for a branch is ready, the signal is supplemented by one moon-white light with the indication of a route indicator.

At railway stations where trains depart from railway tracks that do not have sufficient length, when the head of the train is behind the exit (route) traffic light, a repeating head is installed on its reverse side, signaling with a green light when the exit (route) traffic light is open and there is vacancy in front of two and more block areas (Fig. 36).

Ticket 12

1. Requirements for automatic and semi-automatic blocking. PTE app. 3 p. 19-23

Answer: 19. The stages must be equipped with track blocking, and in some sections - with automatic locomotive signaling, used as an independent means of signaling and communication, in which the movement of trains on the stage in both directions is carried out according to the signals of locomotive traffic lights.

20. Automatic and semi-automatic blocking devices, as well as automatic locomotive signaling used as an independent means of signaling and communication, should not allow the opening of an exit or, respectively, a passage or locomotive traffic light until the railway rolling stock has vacated the block section or inter-station (inter-post) section enclosed by them, as well as spontaneous closure of a traffic light as a result of a transition from the main to the backup technological power supply or vice versa.

21. On single-track sections equipped with automatic or semi-automatic blocking, after the opening of an exit traffic light at a railway station, the possibility of an adjacent railway station opening exit and through traffic lights for the departure of trains to the same section in the opposite direction should be excluded.

It is allowed to have devices on railway tracks that allow trains to depart on a stretch whose length is less than the length of the train or less than the braking distance for a given section and when the boundaries coincide railway stations, opening the output traffic light only when the input traffic light of the neighboring railway station is open.

The same interdependence of signals should be on double-track and multi-track sections equipped with automatic or semi-automatic blocking for two-way traffic on each railway track.

On single-track sections equipped with automatic blocking with double-track inserts, as well as on double-track and multi-track sections of heavy-duty lines, where traffic follows traffic light indications

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, domestic rolling stock railways was equipped with screw ties - 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 end beam of the car on the side. 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 the 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 cars, 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 outline 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 cargo and passenger cars and not less than 980 mm for carriages 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).

Rice. 12

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.