How to operate a train. How do signals control trains? EMD SW10 - Maneuvers

1. Speed controller

The speed of the train is controlled by the computer system AUDiT (Automatic control of movement and braking). Like the cruise control in a car, the computer maintains the speed at a given level regardless of the terrain. The driver sees three indicators on the screen: green numbers indicate the set speed, red - the maximum permitted speed on this section of the track, white - the actual speed of the train. The driver cannot set the speed higher than the permitted speed, otherwise automatic braking will occur.

2. Display

CLUB-u The integrated locomotive safety device (unified) performs the same functions as the navigation device of a modern airliner, as well as a black box. The driver enters into the CLUB-U information about the route, track number, train number, train weight, number of axles, his personnel number. With the help of the GLONASS / GPS positioning system, CLUB-U helps to keep track of the schedule and allows the dispatcher to monitor the movement of the train in real time. Information about all the driver's actions is recorded on a special cartridge, which, at the end of the trip, is submitted to the archive.

3. Pull handle

With its help, the driver controls the power of the electric motors and the acceleration of the train in accordance with the schedule and traffic conditions. When the thrust exceeds the level necessary to maintain a given speed, the computer takes over the control of the engine power.

4. Brake handle determines the intensity of the deceleration. The braking forces are directly controlled by the computer. Using the button located on the handle, the driver selects one of three driving modes. In normal operation, priority is given to electrodynamic regenerative braking by motors, in which the train generates electricity and supplies it to the grid. If necessary, pneumatic disc brakes are connected. In proportional mode, used in bad weather, the braking force is divided equally between the motors and the pneumatics. Pure pneumatic mode gives the operator maximum control precision and is used to drive into dead ends. In addition, it can be used to clean the brakes of snow and dirt on the go, or to warm up the composite brake pads.

On the console to the right of the driver there are controls for the microclimate in the cab, an emergency stop valve, dial gauges and a backup vigilance handle. If the driver missed the main signal, he will have to press two levers at the same time.

5. Directional adjuster switches the electric motors to forward or reverse.

6. Main screen shows the voltage in the overhead wire (3.5 kV), the consumed amperage, power and traction forces of each of the four motors, including in the regenerative braking mode.

7. Screen "brake status" allows you to control the pressure in the brake cylinder, brake line and surge tank, as well as the condition of all electrodynamic, pneumatic and parking brakes. The screen also displays signals from the train self-diagnosis system. An indication of a malfunction is always accompanied by information on how to eliminate it.

At the place of the driver's assistant, there were duplicated light indicators of the CLUB-U system and the VRS-1 locomotive radio. Nearby is an intercom - a device for communicating with passengers, which allows you to address both all passengers at once, and to individual cars.

8. Following the neutral insert

There are neutral inserts on AC lines that are not energized. They must be passed with the main switch disconnected in order to protect the circuit from short circuits.

9. Vigilance grip

The computer beeps periodically to make sure the driver is awake. It is necessary to respond to it within seven seconds by pressing the vigilance knob. If the driver "sleeps" the signal, auto-stop braking will be activated.

10. Main switch allows you to instantly turn off the power of the train to protect electrical circuits from short circuits.

A speeding train, unlike a car, cannot quickly stop when it approaches a slowly moving train in front. And it cannot turn out of its way, like a car, so as not to crash into another train standing in its way. In order to avoid collisions between trains moving along the same track, signaling systems work on the railway. It is they who warn the locomotive drivers in advance about the possible danger.

In the early days of railways, trains ran so infrequently that they were naturally at a safe distance from each other. Later, the railways switched to a more reliable security system: a remote control system. In this case, the train cannot enter a certain section of the track until this section is free. Early light signaling systems were equipped with flags or illuminated lights, but gradually they were replaced by traffic lights on the railways, which are still in use today. And in 1872, the first train hitchhiking system was installed. At the same time, if a warning or brake light comes on in the controlled area, the train brakes are activated - even if the leading driver falls asleep at his workplace.

Automatic blocking signals

The electric current from the battery flows along the entire section of the path on which this blocking system operates. When the train approaches this block section (diagram above), an electric current flows through the car wheels. In this case, part of the circuit is short-circuited, and a red light at the checkpoint lights up.

Green signal says that the tunnel is free and the train can move on without any danger (Figure at the top of the article)

Yellow signal at a five-color traffic light (above) tells the driver to move on slowly.

Yellow signal at a three-color traffic light warns that another train is ahead at a distance of two block sections.

Red signal a three-color traffic light warns that there is another train ahead.

Green signal says that the path ahead is clear.

By train hitch-hiking, installed under the railway carriage, itself will apply the brakes if it does not receive a permitting signal from the transmitter installed on the tracks.

The signal transmitter is attached to the track.

The scheme of the train hitchhiking

When a train (1) approaches a traffic light with a yellow or red signal without slowing down or without stopping (2), then a sensitive sensor installed on the track turns on a signaling device (3) in the driver's cab. If, after a few seconds, the driver does not press the pre-brake lever, the train hitchhiking will apply the brakes (4). Train hitchhiking systems operate on high-density railways and on metro lines.

In the section on the question I'm just curious. How to drive a locomotive, train? What controls are there, and what does the driver do in general? given by the author spread the best answer is brakes and gas, just like in a car. They only work differently. For braking, compressed air is used, which is supplied to all wheels of the railway train. The driver on the right has a red brake valve, which has several positions. Each valve position corresponds to a certain braking force, up to an emergency. The brake does not work immediately - when the crane is opened, compressed air from the locomotive goes through the brake hoses throughout the train, through all the cars, to each wheel of the train. There is a separate locomotive brake. To smoothly brake and stop in a certain place, you need a certain experience - using the brakes of the train and the locomotive in certain combinations. Similarly, acceleration is a knob-controller, each pull of the knob increases the current in traction electric motors (in all locomotives, the wheels are turned by electric motors. In diesel locomotives, a diesel engine turns a generator, which is already turning electric motors on wheels). The wheels are not steered, the train goes on the rails as they are laid. The arrows are controlled by the dispatcher from the Unified Dispatching Control Center using the telecontrol system, or by the station attendant using buttons on the control panel at the station. Some arrows are translated manually.

Answer from European[guru]
In a passenger electric locomotive, the speed is gained by the steering wheel / honest word / in the cargo handle, like in a tram, there is more current! Well, it's also full of all sorts of rattles and hiss and instruments!

Answer from Dry[expert]
well, there cost an engine with a size of 5 times larger than the usual one. they control with a lever and what they do I do not know, but the fact that they smoke all the time is exactly 100%. this is a photo of the Janbacher engine.

Electric train control consists of preparing the electric train for operation and keeping it on the line.

Preparing the electric train for work. It starts with turning on the car batteries. To do this, switch on the B207 switches in the іpkafah No. 8 of the head and No. 6 motor cars M. Further, by putting the B205 switches in the Battery position, check the integrity of the fuse links of the Pr217 n Pr219 battery fuses using a voltmeter indicating the voltage on the battery. After that, the handle of the three-way pantograph valve is installed in the vertical position in the cabinet No. 2 on the MT cars. This ensures the connection of the pantograph cylinder to the pneumatic line.

The package switch "Auxiliary compressor" in the cabinet No. 2 of the MT carriage is placed in the Cab position; the switch on the air conditioner instrument panel, located in the middle cabinets of each car on block 15A.037, to one of the Heating or Cooling positions depending on the outside air temperature. In the tail car in the cockpit and in cabinet No. 4, all buttons4 and switches are turned off, except for the Signals top and bottom right buttons. Do not forget to turn off the window heating of the tail carriage.

In the cab of the head car, insert the brake lock handle and turn it to the lower position. Then turn on the switch on the control panel 400 Hz Converter and the ALS Power toggle switch. Having removed the key from the electro-pneumatic valve, turn on the auto-stop and by pressing the vigilance handle, the whistle is stopped. After that, the Auxiliary compressor button is turned on on the head cockpit console. After 3-4 minutes, the pantographs can be raised by pressing the Pantograph is raised button. The actual rise of the pantographs is controlled not only by the pantograph lamp on the console (the lamp should go out), but also visually, using a reverse mirror. Now you should turn on the control switch of the VU and check whether the signal lamps on the control panel are lit: Converter, Air conditioner compressor, V A, LK and T. After 3-4 seconds after turning on the VU, all converters of the electric train and the signal

the converter lamp should go out. When the pressure in the pressure line reaches 0.5-0.0 MPa, turn it off! Auxiliary compressor button. Then they turn on the Psari switch in cabinet No. 4 of Pagon G. On the board in cabinet No. 5 of this car, turn on the power supply to the motorist, setting the Automat nist and Engines // U switches to the 400 Hz position. In the event of a scrap, the indicator lamps 80 V, 100 / I on the panel and the Network lamps on the power supplies of the rack and the front panel of the software device should light up. The software device must be supplied with software tapes.

Check for the presence of chart paper in the speed meter registration unit and, if there is little left, fill the unit with a new roll. To do this, you need to remove the left removable spool (by lightly pressing the left on yourself) and the pin from the spool, put a roll of Chart paper on the spool with a chalk layer outside and scaled speed marks in the lower part, insert the spool in a place, fold the pressure table towards you, put on * free the end of the paper onto the take-up spool, press the mite with a pressure table with a lock, stretch the tape until the scribes' marks appear and check the coincidence of the zero line with the line of pressure. Then "you should turn on the power source of the speedometer, set the speed indicator hand to zero position, and the secondary clock hand to the daily time. After that, turn on the Speed control button on the driver's console, and when the speed indicator arrow and the speed recorder scribe show 85-95 km / h, turn off the Speed control button.

On the Psari observation units, the daily time is set using the Rough and Exact buttons located on the driver's console. They turn on the Air conditioning, heating button and if the M7 warning lamp goes out, then the air conditioning and heating system is turned on. Using the Lighting button, turn on the interior lighting lamps.

Then check the action of the brakes. To do this, the driver first turns on the Emergency EPT button, and his assistant checks the actuation of the electro-pneumatic brake along the train using the pressure gauges installed on the pipelines to the relief valves. Then, in the same way, the driver and his assistant check the action of the pneumatic brake, braking the electric train with the driver's crane, as well as the action of the magnetic rail brake, putting the main handle of the driver's controller in the 4th braking position, having previously turned the reversing handle to the Forward or Backward position and pressing the buttons Return VA n Return protection. Passing along the cars of the electric train, you should make sure that the shoes of the magnetic rail brake are pressed against the rails, check the filling of the air springs with air (the lever of the body position regulator must be in a horizontal position), check by ear for any extraneous noise in the operation of the compressors and the converter.

Passing through the cars, they control the voltage and frequency levels of the synchronous generators of converters, the voltage of the control circuits, the charging current of the storage batteries, and also pay attention to the operation of the air conditioning (heating) systems, lighting, Psari observation units, etc.

Before leaving the electric train from the locomotive depot, the operation of sound signals, searchlights and signal lights is checked, control testing of the movement of the electric train is carried out when controlled from the control panel of the driver's head cabin and the ALS-200 locomotive traffic light is switched from red to white by pressing the BK button. station, then to board passengers, disable the Door Lock button. After opening the entrance doors by the train conductors, the signal lamp on the driver's control panel lights up. The doors are open.

At the end of the boarding of passengers, the conductors close the entrance doors of the carriages with a lock and the signal lamp Doors open goes out. Before the departure of the electric train, the driver turns on the electromagnetic door locks by pressing the Door Lock button.

Driving an electric train by a driver. To set the electric train in motion, the driver moves the reversing handle of the controller to the Forward position and restores protection by pressing the Return and Return VA buttons. Then the operator puts the main handle of the controller in the shunting position, or in one of the driving positions of the thrust mode.

Travel position 1 of the driver's controller provides a series connection of traction motors and automatic output of starting resistors with inter-stage control. On the running position 2 of the driver's controller, an automatic smooth control of the excitation of traction motors is added.

If it is required to accelerate the electric train to a speed of 120-140 km / h, then the controller handle is moved from the 2nd to the 3rd position, at which an automatic transition to a series-parallel connection of traction motors with full excitation and automatic output of starting resistors is performed. To further increase the speed up to 160-200 km / h, the controller handle is moved from the 3rd to the 4th position, at which automatic smooth control of the excitation of the traction motors is added.

If you put ^ the handle of the controller "" immediately to position 4, then all the described intermediate operations for rearranging the traction motors and regulating the excitation will be performed automatically.

In order to accelerate the electric train with a higher acceleration, it is possible to exclude the intermediate regulation of the excitation of traction motors in series connection.

To do this, the main handle of the driver's controller is immediately put in position 3, and then at a speed of 60 km / h or more, it is moved to position 4.

To cancel the excitation control of traction motors in series-parallel connection, it is enough to return the handle of the operator's controller from the 4th to the 3rd position. This ensures that the achieved high speed ira is maintained at a level of 150-160 km / h. If, according to the driving mode, it is required to lower the traction even more! position in the 1st position, the mode of regulation of the excitation of traction motors with a serial connection is canceled.The speed of 200 km / h is achieved with a series-parallel connection and weakened excitation (Ш-20%) of the traction motors. Maintaining a high level of speed (19Г> - 200 km / h) are performed by alternating the 4th and 3rd positions of the driver's controller handle, sometimes (in the absence of wind, on the site) with a reduced setting current.

To activate braking, the main handle of the driver's controller is set to the 1st or 2nd braking position. This activates the electric brake. The braking distance is adjusted by alternately setting the main handle of the driver's controller to the 1st and 2nd positions. In the 2nd braking position (full electric braking), regulation is carried out at the normal setting of the braking current, and in the 1st - at a reduced one. If, to stop the electric train at a given place, it is required to increase the brake efficiency, then the main handle of the driver's controller is moved to the braking position 3, in which, in addition to the electric brake, the electro-pneumatic disc brake is activated (full service braking). At the same time, air is supplied to the brake chamber and to the pressure switch with a pressure limited by an inverse proportional valve (the pressure switch directly fills and empties the brake cylinder, depending on the pressure in the brake chamber). In the event of a breakdown of the electric braking, the air entering the brake chamber is at full pressure.

If the braking effect of the electro-pneumatic brake needs to be reduced, then turn on the Om / i ^ rk button. In poor traction conditions, the Reduced deceleration button is pressed before the electric brake is applied to lower the braking current setpoint.

An emergency stop of the electric train is carried out by moving the handle of the driver's controller to the braking position 4. In especially dangerous cases, an emergency stop with lowering the pantographs is performed by turning on the emergency stop switch on the driver's console. When the handle of the machine controller is set to the braking position 4, together with the electric and disc brakes, the magnetic rail brake of all cars is activated. The magnetic rail brake, together with the disc brake, is also activated when the driver's handle is set to the emergency braking position or when the emergency braking button is pressed on the driver's control panel, the hitchhiking valve is triggered by the ALS signals (if the driver loses vigilance) or the stop crane is disrupted in any electric train car ...

If during the starting or braking of the electric train the wheelset skidding began and the RB warning lamp on the control panel came on, briefly press the Sandbox button. For a relatively long skidding of the wheel pairs, the thrust is released by moving the driver's controller handle to the zero position, and then acceleration is performed again with the Reduced acceleration button turned on.

If, during start-up or acceleration, the traction is disconnected due to a significant decrease in voltage in the contact network or its complete removal, as evidenced by the reading of the voltmeter and the ignition of the signal lamp "Current collector" on the driver's console, then the main handle of the driver's controller is moved to the zero position (or first to the braking position, if the motorist was turned on, and then to zero), turn off the control switch of the VU. After the voltage in the contact network is restored, the VU is turned on again, the pantograph is raised while the electric train is moving by pressing the pantograph button for 10-20 s, the protection is restored and acceleration is carried out by means of the driver's controller, or by turning on the driver.

At the end station, before changing to another cab for movement in the opposite direction, the main handle of the driver's controller is set to zero. Then the reversing handle is moved to the zero position and removed, the key is inserted into the EPC and turned to the extreme right position, the VU is turned off, the pantograph is lowered, the 400 Hz converter button is turned off, all buttons on the driver's console, the upper Signal and lower right Signal buttons, slow down electric train operator's edge until the pressure in the brake line is 0.25 MPa, remove the handle of the brake blocking device and turn off the Ipor system in cabinet No. 4.

If the electric train is put in a sludge, then they perform all the operations as when moving to another cabin and, in addition, brake the electric train with a hand brake, turn off the battery switches on cars G and M, and lock all the doors.

Driving the "electric train by a motorist. To do this, before the departure of the electric train, the driver turns on the button Motorist 1 or Motorist 2, Carries out manual start and unanimity up to a speed of 50 km / h, transfers the handle of the driver's controller to zero position at this speed, briefly presses the Motorist On button. If necessary, the driver can again take control of the train. To disable the driver, it is only necessary to move the driver's controller from the zero position and one of the running or braking positions, except for the shunting position.

The motorist is a part of the general electric train control system, which also includes the ALS-200 and internal automation systems. He selects the travel speed required to complete the running times recorded in his program, subject to the set speed limits. The internal automation system of the electric train implements the speed selected by the driver (driver with manual control), adjusting the operating mode of the traction motors and braking devices of the cars.

The motorist ensures the normal operation of the electric train's internal automation system in the absence of deviations from the schedule, a weakened mode when ahead of schedule and a forced mode when a delay is detected; conducts the electric train in the mode of maintaining the speed, which is set by the program or selected by the driver using the seven buttons on the control panel. Manual speed setting. It contains a device that estimates the deviation of the actual movement of the train (time and distance) from that provided for by the program at checkpoints.

The device acts on the train control system in order to change the speed of movement within the permissible values when a deviation is detected and enter the train into the schedule. In this case, the speed is measured with an accuracy of 0.2%, the time - up to 0.01% and the distance traveled - up to 1%.

Deviations from the schedule arise due to the effect on the electric train of changing external conditions of movement - the voltage of the contact network, resistance to movement, as well as changes within the permissible values of the traction force caused by deviations in the regulation mode or the failure of part of the traction electrical equipment of individual cars. Therefore, depending on the combination of these factors, the length of the track and the acceleration time of the electric train fluctuate. During normal operation of traction electrical equipment, these fluctuations can reach 15 s when accelerating from 140 to 200 km / h. In addition, due to a possible deviation of the maximum speed from the average value (200 km / h) by 5 km / h, there is a deviation in travel time of about 0.5 s per kilometer of travel. Correction of train delays within 10-15 s is performed at the end of the section of the track traveled at maximum speed by changing the coasting and braking path provided by the program in front of the speed limit.

* The advance of the schedule is compensated by the reduced speed of movement on the section of the path where movement with maximum speed is allowed.

As already noted, in the event of a delay in the preceding train, the continuous-type automatic locomotive signaling system prohibits this train from moving according to the schedule, i.e., it reduces its speed or stops it, canceling the effect of the motorist on the train. However, the main processes of the motorist's work are monitoring the distance traveled and time, assessing deviations from the schedule, etc. - - are saved so that after lifting the prohibition set by the security system, the electric train can again fit into the schedule.

The driver of the ER200 electric train has blocks of targeted controlled braking, which provide a speed reduction on high-speed traffic lines, equipped with a point-type information transmission system, which notifies of the train approaching places of constant speed limitation. The ALS-200 devices provide for similar actions with the top, the only difference is that these devices will cause a forced unregulated speed reduction to the beginning of the limitation point immediately after receiving the corresponding signal.

ALS-200 gives a signal about the beginning of braking at point D1 (Fig. 67) at the distance of the greatest possible stopping distance from the place of limitation /, Tmax, corresponding to the worst conditions (line A1BX). In order not to cause interference from the ALS-200, the curve of the targeted controlled braking of the AB motorist's system goes below the curve Af ^ In this case, the train passes the part of the AA \ section that allows the maximum speed, at a lower speed, which leads to an additional loss of time. This is necessary so that in the event of a malfunction of the motorist and the failure of braking at point A, the place of restriction would not be passed by the train at an increased speed. Malfunction of the ALS-200 not only does not cause a loss of braking distance, but on the contrary,

leads to a transition to emergency braking, ie, enhances the braking effect. In the latter case, the deceleration curve will pass through points A \ B. 2.

If there are no sensors installed on the line that ensure the binding of the driver's program to the waypoints, then the driver's mode of operation can be limited to maintaining the set speed from 80 to 200 km / h with an interval of 20 km / h.

The action of the multivalued automatic locomotive system

Pshoiyoy alarms with automatic speed control. ..ALS-200 signals in the driver's cab about the permissible speed of movement along the forward block section and automatically (regardless of the driver) activates the brakes

electric trains in case of exceeding the actual speed to bring it to -permissible.

DLS-200 track devices include frequency and numerical automatic blocking transmitters, which operate in parallel on the line of the ER200 electric train. Receiving devices of frequency and numerical automatic blocking are connected in parallel, according to the control of directional traffic lights and the selection of ALS code signals are carried out by means of one of them, while the other is in reserve.

Frequency automatic blocking with four-digit signaling provides without the use of linear circuits, control of lights of passage traffic lights and transmission to the electric train of information about the free availability of four block sections, as well as about the permissible reception speed on the main and side tracks of the stations. Numeric code auto-blocking with four-digit signaling provides control of the vacancy of two block sections by means of code signals transmitted over the track circuits and two more block sections by means of linear isps.

On the head cars of the electric train, devices of the ALS-200 system are installed for receiving and decoding continuous code signals (frequency and numerical), automatic speed control, monitoring the driver's vigilance, interacting with the motorist, interacting with the internal automation system for controlling the movement of the train, interacting with the signal readings registration unit and the actions of the driver, as well as to indicate the normal operation of the train equipment.

The signals of the locomotive traffic light give the driver instructions about the permissible speed on the ahead section to the next track traffic light or to the point within the block section, where, due to the change in the train position, the signal indication will change. The locomotive traffic light gives a signal Green light with index 200, or with index 160 or 120 (32oo, 31v0, 3j2 „), allowing the traffic light ahead to follow at a speed of 200, 160 or 120 km / h, respectively, provided that the track is free at a distance of at least braking full service braking distances at a speed of 200, 160 or 120 km / h, respectively. In a section equipped with a four-digit auto-blocking, these signals are transmitted provided that there are four block sections for 32oo * three block sections for 31B0 and two block sections for 312 °. In addition, the green light signals with the index J40 (Зно) and 31В0 can be given in places of constant speed limits of 140 and 160 km / h due to the state of the road.

The locomotive traffic light gives a signal Yellow light with the index С (Жс), allowing the traffic ahead

of the main traffic light at a speed of 80 km / h under the conditions of free r i p \ t not less than the braking distance of the full service) braking at a speed of 80 km / h. Signal Zhs. transmitted for one block section from a traffic light with a red light.

Signals Zhs or Yellow light with the index U (Zhu) are given when the route is set on the side tracks of the station and allow the speed of movement, respectively, 80 or 50 km / h, depending on the brand of the crossings of the turnouts.

Signal Harvested light with red (KZh) allows movement at a speed of 20 km / h with a readiness to stop in front of a "non-hardening road traffic light with a red light."

Signal Red light (K) lights up at the locomotive traffic light in case of passing a track light with a red or invitation light. At signal K, movement with increased vigilance and a speed of no more than 20 km / h is allowed.

Illumination at the locomotive traffic light of the White light signal indicates that the ALS-200 locomotive devices are on, but no signals are received from the path to the locomotive. In this case, movement is allowed, guided by the indications of track traffic lights.

If the electric train is moving on a section not equipped with ALS-200 track devices and having ALS track devices of a numerical code "(ALSN), then the locomotive traffic light gives only five signals, of which the following three signals allow the traffic light to follow ahead at speeds: not more than 160 km / h, if the Green light signal is on, no more than 80 km / h, if the Yellow light signal is on, and not more than 20 km / h, if the Yellow light with red light is on (readily stop in front of the traffic light ahead with red light). other signals Red light and White light light up at the locomotive traffic light in the same cases as in the sections equipped with ALS-200 track devices.

Train speed control devices measure the actual train speed in the range from 0 to 200 km / h. the actual speed is compared with the allowable speed determined by the signal readings, and signals are issued for automatic speed reduction in case of excess of the actual speed over the allowable one. Depending on the nature of the information received, either a disc brake (full service braking) is activated with an intensity of at least 0.6 m / s2 (when trains approach a distance less than the maximum stopping distance), or an electric rheostat brake (adjusting service braking) with intensity of at least 0.3 m / s2. (when approaching the place of constant speed limit with exceeding the permissible speed); the control over the execution of the command for automatic braking is carried out and the emergency brake is activated if the command is not executed or the braking is carried out with a low intensity, and also the automatic braking is canceled when the actual speed becomes equal or less than the permissible one.

The ALS-200 system automatically monitors the execution of speed commands by the driver and independently activates the brakes in case of exceeding the permissible speeds: 20, 50, 80, 120, 146, 106 and 208 km / h. The system of internal automatic control of the train movement, and in turn, will transmit to the ALS-200 system information about the collection of automatic braking circuits, the achievement of the set point by the braking current.

The action of the driver's vigilance control device. It provides the same functions as on serial commuter electric trains with the emergency brake of the electric train (hitchhiking) activated if the driver does not confirm vigilance by pressing the handle within 7-8 seconds after the start of the warning whistle.

Security measures. To service a high-speed electric train, first class drivers and driver assistants who have the right to drive a locomotive are appointed after passing an additional medical examination of their suitability for this work. Before each trip, the crews undergo a pre-trip medical examination.

When performing work related to the adjustment of the electrical equipment of electric trains, the locomotive crew and the personnel of the locomotive depot comply with all established rules for electrical safety. In particular, before starting work with undercarriage equipment and with equipment located in cabinets with safety interlocks, they first perform operations to bring the electric train to a safe state: the train is stopped, then the control unit is turned off at the driver's control panel, which leads to the shutdown of all high-speed circuit breakers and machine switches. converters. The pantographs are lowered by the button on the driver's control panel and visually convinced of this.

Three-way cranes, located in cabinets No. 2 of MT cars, block the compressed air lines of the pantographs (move the cranes to the Manual position). Then the main disconnectors B, located in boxes 1ЯА.025, under the iMT cars, are switched to the Ground position. The breakers of the B207 battery, located in cabinets No. 8 of the head cars and in cabinets No. 6 of motor cars M.

When no work is performed on the roof of the car, in addition, the voltage is removed from the contact wire of the depot and grounded by it; visually convinced of this, but the signal Green light over the ditch and the presence of a lock on the section disconnector drive handle.

Inspection and repair of the roofed equipment of motor cars on the line is carried out only when the voltage in the contact network is removed on the tracks with disconnectors for disconnecting and zazgmMN1Sh contact set. The voltage from the contact network may be * energodnenetcher, and the network is grounded by an employee of the contact network by order of the energy dispatcher.

If necessary, it is allowed to observe from the side at a distance of at least 1 m the operation of the electrical equipment with the cabinets previously open and the covers of the undercar drawers removed and the safety locks fixed in the pressed state. However, there must be at least two observers. They can only be located on the side of the car. It is prohibited to stay under the carriage. It is strictly forbidden to leave open equipment unattended.

Upon completion of monitoring the operation of the equipment, the electric train is brought into a safe state and the safety interlocks are released, all cabinet doors and drawer lids are closed.

For a successful Train Simulator 2016 you will need maximum knowledge of game nuances and secrets that will help you to overcome difficulties without hindrance and complete tasks with decent rewards. Our knowledge base contains some of these secrets, which we invite you to familiarize yourself with. Here you have to drive a diesel locomotive, an electric locomotive, a steam locomotive up to electric trains and diesel trains.

Which mode to choose

In this game project, the developers have provided two options for locomotive control: simplified and "expert". Based on the descriptions, the simplified mode offers to control trains with only two levers: combined gas and brake and direction selection. Therefore, this control method is not recommended for selection. In the expert mode, there are not many more levers, it will not be difficult to deal with them and their work. Plus, you will take a tutorial immediately before starting the gameplay.

About train braking

Such a typical locomotive has 5 levers in control, two of which are gas and the choice of the direction of the train movement (forward, backward and neutral). The other three are the levers responsible for the brake: main, independent and rheostat (dynamic).

The use of an independent brake on formal grounds occurs during the movement of the train without load. It is difficult to single out the usefulness and necessity of this type of brake, because even a single locomotive can be easily stopped using the main brake.

But relatively dynamic (rheostatic for a diesel locomotive and recuperative for an electric locomotive), then we can say about them as a very useful thing. They are used while overcoming long descents in the form of helping the main brakes so that they do not overheat and do not fail. This is applied in real life; such actions were not noticed in the game project.

Dynamic brakes are based on the fact that when the electric motor is switched, it can work as a generator, or vice versa, the movement of the train wheels slows down due to the "resistance" of the electromagnetic field. In the online simulator, such brakes are not provided for every train, in some of the models they are generally interesting. But, for example, for ES44DC for braking, you need to wait some time to "charge" the system. It is also worth mentioning here that some of the "early" models of the simulator trains had the ability to adjust the brakes with almost one hundred percent accuracy.

Lever "gas"

Regarding the "throttle" (power) lever, its position is fixed for diesel locomotives (the step is usually 11-12 or 12-13 percent), but for electric locomotives, smooth adjustment is also provided. Mainly due to this discreteness, it is very rarely possible to set the desired position that allows you to maintain a constant speed, and here, plus everything else, is the influence of different ascents and descents. As a result, its constant adjustment is a kind of action of this online simulator.

How to get under way

To get your locomotive moving, you just need to release the brakes, choose a direction and smoothly add power. At first a little, but as the locomotive picks up speed, the power can be brought to the maximum. If you immediately go too far with the "gas", then slipping will begin, which, up to a certain limit, it is possible to compensate with the help of an auxiliary function - sand. In other words, there is no need for any "combo" on the keyboard or switching of toggle switches in a certain sequence and everything else in the virtual driver's cabin.

Sorting operations

For sorting operations in this game project, everything is provided, starting with shunting diesel locomotives (although from a technical point of view there are no prohibitions on the use of mainline trains in this capacity) and "manual" switches and ending with individual directions for developing scenarios up to even special routes that created specifically for shunting work.

In some way, the presence of loading and unloading operations is also provided, for example, for cement and containers. The possibility of refueling is also provided. Fuel consumption in the simulator is slow, so often a haul that takes many hours is split into parts, and the script author reduces the fuel level manually.

How to operate a diesel locomotive

If the control of a diesel locomotive and an electric locomotive does not differ much from each other, then there are still some new elements in the control of a steam locomotive. The biggest difference is probably the two levers, governor and reverse, which are used in speed control. The instructions say that the regulator opens access for steam from the boiler to the cylinders, but with the help of the reverser, you can control the draft. Following the instructions, you put the locomotive into action, and it drives at the set speed. But at the same time, do not forget to ensure that water is supplied to the boilers on time, and coal is supplied to the furnace.

Routes

At present, Steam provides routes, the vast majority of which are North American (if the Canadian had not recently been released, then it would have been possible to speak only about the United States), as well as German and English.

The main directions of the American routes are not electrified and are mainly oriented towards the transportation of goods. And this is done on a grand scale, the train includes several dozen cars (sometimes more than a hundred) with several diesel locomotives at the beginning. Quite often you can also find pushers at the end of the train or even "distribution" locomotives in the middle.

The lion's share of the routes is built around some famous pass: Mayaras, Donner, Cajon, Stevens. Since this game project is as close to reality as possible, and the construction of these routes took place at the end of the 19th century, therefore, one can often find "hellish" slopes by modern standards.

In this game project, the following values are used: Mayaras - 1.8%, Stevens - 2.2%. There are 3% passes in the Kakhon section. Modern routes are designed with no more than 1.5% slopes.

The downside of such slopes is the relatively low speed of movement of locomotives along them. For example, at Donner and Mayoras, 25 mph (mainly used for freight trains), and at Stevens Pass, and in general 20.

The English trails are characterized by their characteristic countryside landscapes. In this game project, these routes are more focused on passenger transportation. Although there is another, so to speak, "extreme" - only a few locomotive routes. Of course, on the routes of the UK, cargo transportation is also possible, but in the form of such a standard delivery as, for example, London Faversharm High Speed or London to Brighton, they are not included.

Regarding the German routes, their stationary parks amaze here, or rather their gigantic size. On American routes, only Barstow can be compared with them, well, maybe there are also stations on the Horseshoe Curve, and that's all. It is probably almost impossible to understand the intricacies of the German ways. Perhaps this is exactly the feature that makes our railway routes related to German ones. Even on the German routes, there is a certain "cruise control" provided for the locomotives and electric trains that support this system.