home Adviсe Bringing the train into working condition. Bringing an electric train into inoperative condition and its transportation Bringing diesel locomotive systems into inoperative condition

Bringing the train into working condition. Bringing an electric train into inoperative condition and its transportation Bringing diesel locomotive systems into inoperative condition

INSTRUCTIONS

ABOUT THE PROCEDURE FOR DELIVERY, ACCEPTANCE AND WARMING OF DIESEL locomotives

ON THE WEST SIBERIAN RAILWAY.

Novosibirsk 2008

1. General position

This instruction has been developed on the basis of the requirements of the instructions for the maintenance of electric and diesel locomotives in operation dated 01/01/01 No. TsT-685, in accordance with the requirements of the labor protection rules for the operation of locomotives and multiple unit rolling stock, approved by order dated 01/01/01 No. 000r, standard regulations for organizing operational work and ensuring the safety of train traffic in the locomotive industry dated 01.01.01 No. TsTL-16/2, according to the recommendations of the operating manual for locomotives of the 2TE10 series published by the Transport publishing house (1986), the diesel locomotive driver's handbook of the Zheldorizdat publishing house "(2004).

This instruction is mandatory for execution by all employees within the range of their duties related to the delivery, acceptance and warming up of diesel locomotives.

Employees guilty of violating the requirements of this instruction are liable in accordance with the requirements of the legislation of the Russian Federation.

2. The procedure for handing over a diesel locomotive for repairs or hot storage (including in an inoperative state)

Preparing a diesel locomotive for delivery to the locomotive crew for warming up at the main depot or turnaround point (PTOL).

2.1.1. A diesel locomotive arriving from the line at the destination station for repairs, maintenance or hot lay-up must be properly prepared by the train locomotive crew of the locomotive, which is obliged to perform maintenance of the first volume (TO-1), including:

Secure the locomotive;

Blow out the pneumatic circuits of the diesel locomotive;

Clean the control cabin from debris;

Eliminate leaks and oil spills in the engine room;

Clean the mechanical part of the locomotive from dust and oil, and in winter from snow and ice;

Clean the body in accessible places from dust and oil drips, and in winter from snow and ice;

Blow electrical machines and electrical devices with compressed air;

Check the water level in the expansion tank (not lower than 50 mm from the end of the lower nut of the water meter glass);

Check the differential pressure gauge readings (normal vacuum in the crankcase should be 98-588 Pa or 10-60 mm water column);

Hand over tools and equipment to the tool storeroom, and in its absence to the locomotive warming up crew;

Comments on the technical condition of the locomotive, identified during operation and during the maintenance cycle-1, should be recorded in the log of form TU-152;

Make a note in the TU-152 form log about maintenance-1, record the water and oil temperature readings, indicate the amount of fuel, the name of the driver accepting the locomotive for warm-up, and the time the locomotive was delivered.

Acceptance by the locomotive crew of a diesel locomotive warming up for hot lay-up or for repair by the train locomotive crew.

Acceptance of a diesel locomotive for warming up is carried out only if there is a TU-152 form log.

The locomotive warm-up crew is obliged to:

Check the securing of the locomotive;

Check the availability and serviceability of tools and equipment (in cases where there is no tool storage room);

Check the technical condition of the diesel locomotive;

Turn off the diesel engine by turning off the emergency stop automatic, make sure that the high pressure fuel pump racks are set to zero flow; restore the diesel emergency stop automatic to the on position. Start the diesel engine in the order specified in paragraph 2.3.10.;

Monitor the quality of the delivery train locomotive crew's performance of cycle work in the scope of TO-1 with a mark in the driver's route section, as well as the performance of the work specified in clause 2.1.1. of this Instruction (in the event of the end of the established duration of continuous work of the train locomotive crew, all further work specified in paragraph 2.1.1. of this Instruction is carried out by the warm-up locomotive crew);

Check the fuel level in the tanks with a mark in the driver’s route and the TCU-5 log;

Make an entry in the journal of form TU-152 about the acceptance of the diesel locomotive for warming up, indicating the time and name of the person accepting it;

Record in the TU-152 log form the time the locomotive was laid up or repaired, exited after layup or repair, the duration of equipping and passing TO-2;

When accepting a diesel locomotive, it is obliged to reflect in the shift log the number of the locomotive that arrived for hot lay-up or for repairs in an inoperative state, indicating its technical condition.

Responsibility for the locomotives located on the traction tracks of the equipment and their warming up lies with the locomotive crew working on the equipment.

Responsibility for the locomotives located on the traction tracks under the depot and their warming up lies with the locomotive crew working on warming up.

Responsibility for locomotives waiting to pass TO-2, as well as after passing TO-2, their warming up lies with the locomotive crew working at the PTOL.

Responsibility for locomotives that are in the repair stall or during rheostat tests lies with the site foreman.

The procedure for warming up a diesel locomotive located in hot storage.

A two-section locomotive located under the depot in operating condition must be controlled from the control cabin opposite the depot building. If it is necessary to move the driver’s controller to higher positions to warm up the diesel engines, first make sure that the “machine control” toggle switch is off and turn the reversing handle to the “forward” position.

2.3.1 Before each warm-up cycle, the locomotive warm-up crew is obliged to:

Check the operation of the drain valve or the opening of the tap on the drain pipe, the presence of a bucket to collect waste oil;

Drain oil from air coolers;

Blow out the main tanks;

Check the operating temperature of the diesel generator set.

2.3.2 The operation of the 10D100 diesel generator set should be carried out at the 4-8th position of the driver’s controller (CM), and at an ambient temperature of -25°C and below - at least the 8th position of the CM. It is not allowed to operate a diesel generator set at the zero position of the CM for more than 30 minutes.

2.3.3 During every even hour, the diesel locomotive is warmed up at the 15th position of the KM for 10 minutes (until the water temperature reaches 60-800C), indicating the warm-up time and water temperature in the TU-152 form log.

2.3.4 The procedure for warming up a diesel locomotive at ambient temperatures from -10 degrees to +5 degrees:

Heat the cooling water to a temperature of 80 degrees at the 15th position of the CM, turn off the internal combustion engine;

When switched off, the locomotive must be with closed windows, body doors and soufflé doors, closed with mats of the refrigerator shaft shutters;

Start the internal combustion engine at a cooling water temperature of at least 50 degrees.

2.3.5 The procedure for warming up a diesel locomotive in the summer:

Warm up the diesel locomotive at the 15th position of the CM for 10 minutes (until the water temperature reaches 60-800C) indicating the warm-up time in the TU-152 form log;

Shut down the diesel generator set (DGS);

Inspect the locomotive every hour, and when the cooling water temperature drops to 400C, warm it up until the water temperature reaches 800C;

Before each subsequent start of the diesel generator set, perform the cycle in accordance with paragraph 2.3.1. of this Instruction.

2.3.6 When operating and warming up a diesel locomotive, it is prohibited:

Operation of the diesel generator set with low oil pressure - less than 0.2 MPa (2.0 kg/cm2) in the upper oil manifold at a rotation speed of 850 rpm;

Operation of diesel generator set with smoky exhaust;

Overheating of cooling water at the outlet of the diesel generator unit to a temperature above 960C and oil above 860C;

Long-term operation of diesel generator sets with water temperatures above 800C and oil temperatures above 750C;

Operation of the diesel generator set under load at water and oil temperatures below 400C;

Operation of a diesel generator set with a vacuum in the crankcase exceeding 588 Pa or 60 mm. water Art.;

Stopping the diesel generator set (except in emergency cases) without pre-cooling water and oil to a temperature of 50-600C;

Starting the diesel generator set at water and oil temperatures below 200C.

2.3.6. At least after an hour of operation of the diesel generator set, check:

Water level in the tank (not lower than 50 mm from the end of the water meter glass nut);

Tightness of connections;

Draining oil from TK-34 bearings (if there is no drainage, operation of the diesel generator set is not allowed);

Oil level in RFO;

Dripping of water pumps (30-100 drops per minute);

Oil pressure in gearboxes and compressor (by pressure gauges);

Pressure drop before and after filters (no more than 1 kg/cm2);

Heating of traction generator cooling fan gearboxes, distribution gearboxes, hydraulic drives of refrigerator fans, intermediate supports, compressor bearing housings;

Check the oil pressure in the oil system of the diesel generator set (at least 2 kg/cm2);

Check battery charging (20-25 A);

Check the differential pressure gauge reading (normal vacuum in the crankcase should be 98-588 Pa or 10-60 mm water column);

Check for extraneous noises and knocks during operation of the diesel generator set and other units (if the noise increases, stop the diesel generator set).

2.3.7. When a diesel locomotive enters for unscheduled repairs and it is impossible to eliminate the locomotive malfunction within 12 hours, a joint decision to render the locomotive inoperative is made by the technical departments of the repair and operational depot.

2.3.8. If the locomotive crew detects additional comments on the technical condition of the diesel locomotive while the locomotive is warming up, a corresponding entry is made in the TU-152 form log indicating the identified malfunctions.

2.3.9. Diesel locomotives that have been in a hot condition under the depot for 5 or more days are put into operation only after rheostat tests.

2.3.10. Procedure for starting a diesel generator set.

Before starting a diesel generator set, the locomotive crew is obliged to:

Check the oil level in the diesel crankcase, radio frequency control unit, compressor, gearboxes, air cleaners using the oil level glass;

Check the water level in the expansion tank;

Drain the oil from the air cooler;

Check the liquid level in the differential pressure gauge;

Check the position of the shaft turning mechanism, fuel injection pump switches, taps and system valves, pointers of instruments that control the temperature of water, oil and fuel;

Make sure that all hatches and covers are securely closed, and that the diesel generator set is fastened;

Check the condition of the brushes, brush holders and commutator of the main generator.

When starting up a diesel generator set, the locomotive crew is obliged to check:

Opening and closing indicator valves;

Oil temperature (not lower than +20°C).

After starting up the diesel generator set, the locomotive crew is obliged to check:

Uniform operation of the diesel generator set;

DGS shaft rotation speed;

Vacuum in the crankcase (10-60 mm water column);

Pressure and temperature in diesel generator set systems (according to instruments on the control panel and in the diesel room);

No leakage of fuel, water and oil through the connections.

2.4. Handover of a warm-up diesel locomotive by the locomotive crew for repair or maintenance.

2.4.1. Acceptance of locomotives for repair is carried out by an official appointed by order of the head of the repair depot (hereinafter referred to as the Receiver).

2.4.2. When accepting a diesel locomotive for repair or maintenance, the Receiver is obliged to:

Familiarize yourself with the comments of locomotive crews entered in the log of form TU-152;

Check the performance of work by locomotive crews in accordance with paragraph 2.1.1. of this Instruction, in case of non-compliance - require the locomotive warm-up crew to perform work in accordance with the specified paragraph, do not accept the diesel locomotive for repair until the comments are eliminated, make an entry in the TU-152 form log about the identified comments on the quality of the cycle work, draw up a report addressed to the head of the depot locomotive crew registration;

Inspect the diesel locomotive to identify additional faults, determine the reasons for their occurrence and the amount of work necessary to eliminate the comments of the locomotive crews;

All identified comments should be entered into the TU-28 form log for review by the repair team workers (for TO-2, familiarize the repair personnel directly using the TU-152 form log);

In the journal of the TU-152 form, make a note about the acceptance of the locomotive for repair, indicating the time of acceptance, the amount of fuel and the name of the locomotive driver handing over the locomotive.

3. The procedure for issuing a locomotive after repair (maintenance) for hot storage

3.1 Handover by the foreman (foreman) and acceptance by the locomotive crew of warming up diesel locomotives after repair or maintenance for hot settling.

3.1.1. When returning a locomotive from repair to hot storage, the diesel locomotive must be technically sound and meet the requirements of paragraph 2.1.1. of this Instruction. After the repair has been completed, the diesel locomotive is started by the driver of the warm-up crew in the presence of the foreman (foreman). At the main depot, the technical condition of the diesel locomotive is checked by the receiving driver (at the PTOL - the warm-up driver).

3.1.2. If the locomotive is not accepted by the receiving driver, the locomotive will be placed for re-repair. The comments identified by the receiving driver are recorded in the TU-152 form log. If it is possible to eliminate without placing the locomotive on an inspection stand, the identified comments are eliminated directly on the diesel locomotive with subsequent presentation of the locomotive to the receiving locomotive crew. After eliminating the comments, the master (foreman) issuing the diesel locomotive from repair or after maintenance makes a note in the TU-152 form log about the elimination of faults and transfers the diesel locomotive to the locomotive warm-up crew.

3.1.3. After accepting the diesel locomotive (checking that the comments have been corrected), the locomotive warm-up crew makes an entry in the TU-152 form log about accepting the locomotive from repair for hot lay-up, indicating the time of acceptance, the amount of fuel and the name of the foreman (foreman) who issued the locomotive.

3.1.4. If it is necessary to carry out rheostatic tests on a diesel locomotive, the locomotive is handed over for hot storage in the same way as for repair.

3.2 Handover of warming up of the locomotive to the train locomotive crew by the locomotive crew.

3.2.1. When the locomotive crew hands over the warm-up of a diesel locomotive to the train locomotive crew, the diesel locomotive must be technically sound and meet the requirements of paragraph 2.1.1. of this Instruction.

3.2.2. The locomotive warm-up crew is obliged to hand over the diesel locomotive to the receiving train locomotive crew with a mark of the amount of fuel in the driver's route and the TKHU-5 form logbook, as well as indicate in the TU-152 form locomotive logbook the name of the handing over and receiving driver, the time of delivery and acceptance of the locomotive.

4. The procedure for warming up a diesel locomotive if it is used by a shunting locomotive crew during maneuvers

4.1. To perform shunting work under the depot, the depot duty officer gives the command to the shunting crew to accept the locomotive from the locomotive warm-up crew. When the locomotive crew hands over the warm-up of the diesel locomotive to the shunting locomotive crew, the locomotive must be technically sound and meet the requirements of paragraph 2.1.1. of this Instruction.

4.2. The locomotive warm-up crew is obliged to hand over the diesel locomotive to the receiving shunting locomotive crew with a mark of the amount of fuel in the driver's route and the TKHU-5 form logbook, as well as indicate in the TU-152 form locomotive logbook the name of the handing over and receiving driver, the time of delivery and acceptance of the locomotive.

4.3. The locomotive crew performing maneuvers bears full responsibility for warming up the diesel locomotive while performing shunting work.

4.4. Based on the entry in the logbook of the locomotive form TU-152, the shunting crew driver determines the time of the next warm-up of the diesel locomotive and promptly performs the warm-up with a note in the logbook of the TU-152 form about the start time of maneuvers, warm-up time, end time of maneuvers, indicating the driver's name.

4.5. At the end of the shunting work, the shunting driver must hand over the locomotive to the driver for warming up in accordance with paragraph 2.1.1. of this Instruction and make an appropriate entry in the locomotive logbook, form TU-152.

5. The procedure for acceptance and delivery of diesel locomotives when changing locomotive crews during warm-up

5.1. When a locomotive crew is handing over the warm-up of a diesel locomotive located in hot layup to a replacement locomotive crew, the diesel locomotive must be technically sound and meet the requirements of paragraph 2.1.1. of this Instruction.

5.2. When handing over a shift, the locomotive crew is obliged to reflect in the shift log a list of locomotives that are in hot storage or in an inoperative state, indicating their technical condition.

5.3. The acceptance and delivery of a shift is recorded in the locomotive logbooks of the TU-152 form, indicating the time of the last warm-up.

5.4. During the first hour of work, the locomotive crew during warm-up is obliged to accept locomotives in the amount of no more than 5 units per warm-up worker, read the comments on the TU-152 form log and make a record of the acceptance of the diesel locomotive, indicating the time and name.

6. Features when inspecting and warming up shunting diesel locomotives of the TEM-2, TEM-18, ChME-3 series

6.1. Before starting the diesel generator set, check by touch the sections of the refrigerator and the foot heating battery, measure the oil level in the diesel generator crankcase, compressor and fan gearbox, and check the water level in the expansion tank.

6.2. Long-term idling at the 0th and 4th positions of the controller for more than 40 minutes is prohibited.

6.3. In the log of form TU-152, indicate every hour the time and name of the warmer, and check the sections of the refrigerator by touch. It is recommended to maintain the water temperature within 60-650C. Warm up the diesel generator set from the 5th to 6th position of the controller.

6.4. Transferring the diesel generator set to operation under load is permitted only when the water and oil temperature is not lower than 400C.

6.5. After starting the diesel generator set, check for oil, water and fuel leaks in all pipeline connections.

6.6. The drop rate along the water pump seal should not exceed 10 to 60 drops per minute.

6.8. When departing from the station after a long period of downtime, the first 10 kilometers of the route should be taken at a controller position no higher than 5th. Set the controller positions at intervals of 2-3 seconds. A sharp set and reset of the controller positions negatively affects the operation of the diesel generator set and other equipment of the diesel locomotive.

6.9. Check the oil levels in the diesel crankcases, compressor and fan gearbox 10-15 minutes after stopping the diesel engine.

6.10. Stopping the diesel engine is allowed at water and oil temperatures of 50-600C. In winter, when the air temperature is below 250C, it is allowed to stop the diesel engine at a water and oil temperature of 700C. If for some reason the diesel engine cannot be started in winter, and the temperature of the water and oil has dropped to 200C, it is necessary to drain the water and oil.

7. Actions of the locomotive crew in the event of an emergency

7.1. In case of detection of extraneous noise, disturbances in the operation of diesel generator sets or auxiliary machines:

Move the driver's controller to the zero position;

Shut down the diesel generator set;

Turn off the battery;

Check the securing of the locomotive.

7.2. In the event of an emergency increase in the number of revolutions of the crankshaft of the DGU 10D100 (spaced operation):

when the locomotive crew is in the cabin of the emergency section locomotive:

Press the diesel emergency shutdown button on the control panel;

When the controller handle is in position, move it to the zero position;

Turn off the machines (A5-diesel, A4-fuel pump.);

Do not leave the control cabin until the diesel generator set is completely stopped;

when the locomotive crew is in the diesel room:

Turn off the limit switch and leave the diesel room;

If it is possible to safely lift a serviceable section into the control cabin, it is necessary to shut off the diesel generator set using the emergency shutdown button:

It is prohibited to climb into the diesel room of the emergency section.

The state of the emergency section should be monitored while at a safe distance from it.

7.3. You must immediately report the emergency situation to the depot duty officer and then act in accordance with his instructions.

First Deputy Chief

locomotive services

Deputy Head of the Directorate

for repair and maintenance of locomotives

Management of investment projects of the main railway network
or the abstract of a dissertation for the degree of Candidate of Economic Sciences of the Kazakh Academy of Transport and Communications named after. M. Tynyshpayeva

Management of investment projects of the main railway network - part 1 - introduction, main part
Management of investment projects of the main railway network - part 2 - continuation of the main part: MRS in the structure of NC KTZ JSC, project management system for investments in MRS, table of the list of investment projects of NC KTZ JSC, priority areas of project investment potential on MRS
Creation and development of the West Siberian oil and gas complex
Fuel and energy complex of Western Siberia. Geography lesson
The role of fortified cities and fortified lines in the formation of a single socio-cultural space on the territory of Western Siberia and the Trans-Urals in the 16th-18th centuries.

At the end of the trip and the locomotive arrives at the station or traction track of the locomotive depot, intended for locomotive storage, the locomotive crew carries out maintenance work on the locomotive in accordance with the cyclic work provided for by local instructions in this matter.

When the locomotive is handed over, the pneumatic chains are purged, oil and moisture are removed from the oil and moisture collectors, the running gear is inspected, the speed tape or electronic memory storage is removed, the control cabin(s) are cleaned, and other work is provided for by local instructions. An entry is made in the technical condition log of the locomotive, form TU-152, about the operation of the locomotive, identified deviations in operation and malfunctions, other comments and entries provided for by regulations.

The locomotive, after all work has been completed, is secured in accordance with local instructions or the station, rendered inoperative, or, if this is established, presented to the person in charge. After completion of its delivery, the locomotive cabins must be closed from access by unauthorized persons, the control keys and the entrance locks must be removed and handed over to the receiving person or the depot duty officer. Inventory and tools to be handed over are handed over to the person specified in local regulations.

In a locomotive depot that has a fleet of locomotives at its disposal, local instructions on the procedure for servicing locomotives are developed for each series of locomotive, which indicate all routine work performed by locomotive crews, regardless of their home depot, when

acceptance and delivery of the locomotive, as well as the procedure for securing locomotives on the tracks provided for this purpose. These local instructions are sent to all locomotive depots whose crews maintain locomotives for the knowledge of locomotive crews. Extracts from these instructions must be kept on the locomotive.

3Work planning and organization of enterprise activities

3.1 Purpose, composition and characteristics of the locomotive repair depot

The locomotive repair depot is designed to maintain electric rolling stock (hereinafter EPS) in working condition by restoring the basic parameters of parts and assemblies, as well as, if necessary, replacing them. The depots are designed for the annual repair of approximately 300 units of locomotives of the same series. Repair production is a system consisting of the following stages: technical maintenance and repairs, medium repairs, major repairs and post-major repairs. Basically, repair depots have 3 groups of workshops: main, procurement and auxiliary.

The main workshops include dismantling, bogie, body, wheel, electric machine, electrical equipment, assembly, painting, refrigeration equipment for the repair of gondola car hatches. Procurement shops include foundry, forging, mechanical, plumbing and assembly, wood processing. Auxiliary shops include tool, mechanical repair, transport, repair and construction.

In addition to the above, it is possible to have other special workshops, for example, a plastics workshop, a welding workshop, as well as the combination of some workshops or the absence of them, depending on the type of work and the specialization of the plants.

The procedure for bringing an electric locomotive into working condition

Volkov V.K., Tsikulin L.E. Treatment and rehabilitation of patients with hypertension in a clinic. - M., 1989.

Geroeva I.B., Nazarov G.F., Epifanov V.A. Therapeutic gymnastics in the treatment of spinal osteochondrosis. - M.: Medicine, 1975.

Demidenko T.D. Rehabilitation for cerebrovascular pathology. - L., 1989.

Epifanov V.A., Rolik I.S. Means of physical rehabilitation in the treatment of spinal osteochondrosis. - M., 1997.

Kaptelin A.F. Exercise therapy and means of rehabilitation for patients with spinal cord injury. - M., 1968.

Kochetkova I.N. Paradoxical gymnastics by Strelnikova. - M., 1989.

Kovalev N.A. Lumbar osteochondrosis. - M., 1996.

Kogan O. G. Rehabilitation of patients with injuries of the spine and spinal cord. - M., 1975.

Therapeutic physical culture: Handbook / Ed. prof. V.A. Epifanova. - M., 2002.

Therapeutic physical culture: Handbook / Ed. prof. I. M. Sar-kizova-Serazini. - M., 1954.

Therapeutic exercise in the rehabilitation of post-stroke patients / V.K. Dobrovolsky, A.M. Vishnevskaya, V.A. Korovitsina and others.
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- L., 1986.

Loveiko I.D., Fonarev M.I. Therapeutic exercise for spinal diseases in children. - 2nd ed., revised. - L., 1988.

Medical rehabilitation. T. I-III / Ed. acad. RAMS, prof. V.M. Bogomolov. - M.; Perm, 1998.

Naidin V.L. Rehabilitation of neurosurgical patients with movement disorders. - M., 1972.

Nikolaeva L.F., Aronov D.M. Rehabilitation of patients with coronary heart disease. - M., 1988.

Oganov R.G. Prevention of cardiovascular diseases: opportunities for practical healthcare // Cardiovascular therapy and prevention. - 2002. - No. 1. - P. 5.

Propastin G. N. Clinical and physiological rationale for the use of physical therapy for diseases of the stomach: - M., 1970.

Rehabilitation of patients after coronary artery bypass grafting: Methodological recommendations / Comp. G.V. Gromova and others.
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Rehabilitation of patients with certain diseases and injuries of the hand: Sat. scientific tr.
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Tyomkin I.B. Therapeutic exercise for primary arterial hypertension. - M., 1971.

Tranquillitati A.N. Organization of exercise therapy classes for patients with spinal cord lesions in medical institutions: Methodological recommendations. - M., 1982.

Fonarev M.I., Fonareva T.A. Therapeutic exercise for childhood diseases. - L., 1981.

Sharafanov A.A. Therapeutic exercises for diseases of the digestive system, genitourinary system and obesity. - Stavropol, 1988.

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ADVIСE

LOCOMOTIVE Crew of the VL8OK ELECTRIC locomotive

Preparing an electric locomotive for work consists of checking the technical condition of the equipment and components of the electric locomotive, preparing to check the electrical circuit, checking the electrical circuit with the pantograph lowered and raised.

Checking the technical condition of equipment and components. Before checking the technical condition of equipment and components, carefully inspect the condition of the mechanical and running parts. When inspecting the brake lever transmission, pay attention to the normal position and wear of the brake pads, shoes, the presence of rollers, washers, cotter pins and nuts. When inspecting the spring system, pay attention to the presence of cotter pins, the tightening of the nuts, and the condition of the rubber washers and leaf springs.
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Check the condition of the axlebox leads and their fastening to the frame and axlebox, tires of wheel sets for the absence of cracks, cavities and sliders. Check the fastening of safety brackets, brackets, handrails and footrests. Inspect the automatic coupler and check the date of filling the gear housings and motor-axial bearings with grease, the presence of lubricant in the side supports, the pivot assembly, and in the compressor crankcases (main and auxiliary).

Check the condition of the traction motors.

Carry out a thorough external inspection of the fastening of all equipment, apparatus, wires, pipes of the pneumatic system, valves, rectifier units; check the condition of the insulators for chips and cracks; make sure that the tips do not touch each other and grounded parts, check the level of transformer oil and the presence of all fuses on the device panels, distribution board, push-button switches in accordance with the electrical circuit diagram.

Devices and other equipment are carefully inspected. In this case, check the condition of the arc-extinguishing chambers, the absence of contact between the contacts and the walls of the chambers, and the integrity of flexible shunts and springs; make sure that there are no foreign objects on the buses and terminals of the devices and the radiators of the VU valves; check the accuracy of the operation of the devices and their locks manually; transfer the handles of the isolation valves to the required mode; check the presence of seals on the relevant devices; check the filling of sandboxes with sand.
Concept and types, 2018.

Preparing to check the electrical circuit. Before checking the electrical circuit, open the curtains of the high-voltage chamber and install a grounding rod at the input of the power transformer; include: battery switches on both sections, transformer switches, magnetization-controlled shunts (TRPS), and control circuit switches. At night, the lighting of the cabins, machine rooms, high-voltage chambers and chassis is turned on. Before turning on the switches, check the voltage on the battery using a voltmeter located on the distribution panel. If the voltage on the battery is low, then turn on the lighting of the premises only for the period of their inspection. It is necessary to make sure that there are no foreign objects in the high-voltage chamber. After that, turn on the roof disconnectors of pantographs 2 (see Fig. 18), disconnector 6 (on electric locomotives VL80k with No. 624), turn on the valve disconnectors 81-84; turn on the buttons of push-button switches 226, 227 (see Fig. 16); check the switch switches 19 and 20, which should be in the lower position, and the switch switches 105 and 111 - in the upper position ; check the position of the disconnectors of section 126 (see Fig. 19), which must be disconnected and sealed, and the position of the mode switches, which must be in the Operating mode of the electric locomotive; check according to the position indicators on the ECG that their main shafts are in zero positions; restore dropped flags on overload relays RP1 - RP4, relays 88, 113 signal relays PC of rectifier protection units.

Before lifting the pantograph, remove the grounding rod, close all the curtains and doors of the high-voltage chamber, blocking them with mechanical interlocks, unlock the push-button switches of the driver's console, and turn on the Control Circuit button.

Depending on the availability of compressed air in the pneumatic system of the electric locomotive, do the following.

1. If in the main tanks the air pressure is above 3.5 kgf/cm2, in the hot water tank below 6 kgf/cm2, then bring the pressure in the hot water tank using an auxiliary compressor to the required value. To do this, turn off the valves B2, B5, B8 and B12 (Fig. 1) and set the handle of the three-way valves to the operating position, and turn on the auxiliary compressor.
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When the pressure in the hot water tank reaches 6 kgf/cm2, turn off the auxiliary compressor, open valves B2, B5, B8 and the non-working pantograph valve B1. Next, the current collector is raised, the phase splitters and main compressors are turned on, and the air in the main tanks is pumped out to 9 kgf/cm2.

Rice. 1. Schematic pneumatic diagram of auxiliary circuits:

1 - current collector; 2 and 4 - connecting sleeves; 3- bushing insulator; 5 - windshield wiper; 6 - gear valve; 7 - whistle; 8 - typhon; 9, 17 and 30 - electropneumatic valves; 10 - switching valve; 11 - pneumatic valve; 12 - signal valve; 13 i 32 - disconnect valves; 14 - contactor filter; 15 - pressure regulator; 16 - brake cylinder; 18 and 27 - pressure gauges; 19 and 21 - air tanks; 20 - check valve; 22 - three-way valve; 23 - auxiliary compressor; 24 - safety valve; 25 - gearbox; 26 - main switch; 28 - oil separator; 29 - protective valve; 31 - pneumatic blocking; 33 - pneumatic control switch

2. If there is no air in the control system or the pressure in the main reservoirs is below 3.5 kgf/cm2, then close valves B2, B5, B8, B12 and the valve of the inoperative pantograph B1. Then, using an auxiliary compressor, the pressure in the hot water tank is raised to 6 kgf/cm2, and in the pantograph cylinder - to 3.5 kgf/cm2. After raising the pantograph, without stopping the operation of the auxiliary compressor, turn on the phase splitters and main compressors. As soon as the pressure in the main tanks rises to 4 kgf/cm2, taps B2, B5, B8, B12 are opened, then the auxiliary compressor is turned off and the air in the main tanks is pumped out to 9 kgf/cm2.

Checking electrical circuits with the pantograph lowered. Check the sequence of switching on the devices of electric locomotive sections from the driver's cabin from all push-button switches, the driver's controller in the following operating modes: operating mode of the electric locomotive, shutdown of the electric locomotive section. The emergency operation of the phase splitters is checked together with the foreman when accepting the electric locomotive from a scheduled repair.

Check the synchronous operation of group switches from each cabin, during manual and automatic dialing and resetting of positions; check the operation of the radio station and locomotive alarm system and alarm system on the driver's console.

Inspect equipment that ensures safe operation. They check the reliability of mechanical and pneumatic blocking of curtains in high-voltage chambers.
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The pantograph should be raised only when switches 19, 20 in both sections are off, safety valves 104 are on (see Fig. 6, a and b), all pneumatic interlocks are on, curtains are closed (high-voltage chambers of both sections and pressure relay contacts 232 are closed. Switching on switches 19, 20, opening any of the curtains of any section, opening the contact of the pressure relay 232 (and opening the contact of the blocking device 235) prevents the rise of the pantograph. Check whether the keys of the VVK panels can be removed from the locks only with the doors and curtains closed, and make sure that with the keys removed, opening the doors and curtains of the VVK is impossible. Check whether these keys can be used to bypass the contacts of the pressure switch 232, to do this, insert the keys into the locks of the locking device 235, turn them at an angle of 90°, turn the handle to the position Pressure switch bypassed, and in the same way check whether the locks of the underbody socket box can be opened.

Checking electrical circuits with the pantograph raised. After carrying out all the above work and eliminating the detected faults, remove the grounding rod, close all the curtains and doors of the high-voltage chamber and block it with mechanical interlocks. Having unlocked the push-button switches, set the removable handle of the locking device 367 to the operating position, and turn on the Control Circuit and Alarm buttons.

When the air pressure in the main tanks is above 3.5 kgf/ohm2, and in the main switch tank is not lower than 6 kgf/cm2, the check is performed in the following order.

1. Raise the pantograph by pressing the “Pantographs” and “Rear Pantograph” or “Front Pantograph” buttons. Before lifting the pantograph, a warning signal is given. When the “Pantographs” button is turned on, relay 236 is turned on, which breaks the circuit of the disconnecting electromagnet, the main
switch at the GPO-3 positions of the group switch shaft.

2. Turn on the “HW Turn On” and “Relay Reset” buttons (see Fig. 8, a and b). In this case, relay 204 is turned on in both sections of the electric locomotive and the holding coils of relays 21, 22 and main switches 4 receive power.

By pressing the button “Activate hot water supply” and “Return relay”, the main switches, relay 264 and differential relays 21, 22 are turned on. The activation of the main switches is controlled by the extinguishing of the red signal lamps of the hot water supply of the front and rear sections.

In addition, when the hot water is turned on, a voltage of 380 V is supplied to the power transformer of the magnetic amplifiers of the breakdown protection units. The RPV relay turns on. The activation of differential relays 21, 22 and the RPV relay of the breakdown protection units is controlled by the extinguishing of the red signal lamps of the front and rear sections. The presence of voltage on the power transformer and the voltage in the contact network are monitored using voltmeters 97. By the extinguishing of the red signal lamp ZB, it is ensured that the battery is switched on for recharging.

Pressing the “Phase splitters” button starts the phase splitters. When the green signal lamp FR lights up, it is verified that the start-up of the phase splitters of both sections is completed and the switching on of auxiliary machines is allowed.

After turning on the buttons of the auxiliary machines, when the red signal lamps go out, make sure that the traction motor fan contactors in both sections are turned on (by lamp B); contactors for oil pumps of transformers in both sections (according to the TP lamp); contactors for cooling fans of rectifier units (according to the OVU lamp).

The main and reverse handles of the driver's controller are moved from zero to one of the working positions. In this case, by the extinguishing of the red signal lamps of the TD, they are convinced that linear contactors 51-54 have turned on. Next, check the operation of the pantographs and the main switch. When checking the control circuit, voltmeters should show a voltage of 50±2.5V, and an ammeter should show the value of the battery charging current. They check in the same way the spotlights, buffer and signal lights on both sides of the electric locomotive, sandboxes when controlled from both cabins, automatic and direct-acting brakes in accordance with the current Instruction TsV-TsT-TsL VNIIZhT No. 277.

In winter conditions at low air temperatures, a number of additional measures are taken to ensure smooth operation of the equipment.

At an air temperature below - 35°C, the oil in the transformer cooling system may solidify, therefore the electric locomotive should be started with the “Low oil temperature” button closed and the “Transformer motor-pump” button turned off. After heating the oil in the transformer from +20 to +30°C, turn on the “Transformer motor pump” button and turn off the “Low oil temperature” button.

Turn on the crankcase heater with the button “Compressor heating”; If starting the motor-compressor is still difficult, then turn the shaft two or three turns manually.

Turn on the “Heating taps” button on push-button switch 227 to heat the purge drain taps.

Turn on the “Bathroom heating” button on push-button switch 226 of the second section of the bathroom tank heater.

Turn on the “ECG Heater” at an ambient air temperature of -20 to -50°C and leave it on for the entire duration of operation. Turning on the heater at an ambient temperature above -20°C is unacceptable.

The procedure for bringing an electric locomotive into working condition - concept and types. Classification and features of the category “Procedure for bringing an electric locomotive into working condition” 2017-2018.

The team starting work comes to the depot duty officer in accordance with the established schedule.

Members of the invading brigade must report to work rested. If it is impossible to go to work, you must immediately notify the depot duty officer or contractor. The electric locomotive crew is assigned or called to a trip after the end of the rest time accrued for the previous trip. This time should not be less than the product of the hours of working time of the previous trip by a factor of 2.51 minus the rest time at the point of turnover. Rest time may be reduced in the event of a shortage of crews, but by no more than one quarter of the required rest, and in any case should be at least 12 hours. If it is necessary to travel with fire, recovery and snow removal trains or to replace a driver who is ill on the way, a reduction may be possible rest time is up to 8 hours. The driver is called in such a way that he has time to travel to the depot and 1 hour to get ready.

When reporting to work, the driver must be in the prescribed uniform and have with him a certificate for the right to drive a locomotive, a certificate of admission to work on electrical installations, a locomotive driver's form, a technical form, a train schedule, extracts from the TPA, duty cards, test places and/ t, warning coupons, an extract from the order on permissible speeds on the road. After passing a medical examination, the driver reports his presence to the duty officer at the depot (or at the turnover point), receives from him a route sheet (“route”), learns from the duty officer at the depot the number of the electric locomotive that he needs to receive and the track number (depot ditch or PTOL ), where the electric locomotive is stationed; The duty officer from the depot also hands over a set of keys (input keys, for push-button switches, brake locking device condition. No. 367, boxes with tools, equipment, etc.), as well as the reversing handle of the driver’s controller. Then the locomotive crew undergoes pre-trip briefing to familiarize itself with the orders, instructions, operational instructions of the management of the Ministry of Railways, the road, the depot and signs in the order book.

Having checked the correspondence of the stamps on the reversing handle and the KU key to the number of the received electric locomotive, and having read the entries in the Technical Condition Log of the electric locomotive, the team begins to inspect the electric locomotive. The driver receiving the electric locomotive after TO-3 maintenance or routine repairs inspects all its components, apparatus and assemblies in more detail than during normal acceptance.

The responsibilities of the driver when accepting an electric locomotive include:

checking the date of the last maintenance-2, checking the ALSN and radio communication devices, familiarizing yourself with the comments of the team handing over the locomotive, and with the records of repairs carried out based on these comments. The receiving team is obliged to check the completion of TO-1 by the handing over team and if the work is not completed or performed with low quality, make an entry about this in the Logbook form TU-152.

Next, the driver must check the condition and operation of the main components of the mechanical, electrical and pneumatic equipment, fill the speedometer with tape, make sure that the scribes are present and working properly, that there are seals on the cover of the contact units and the brake pressure indicator, wind the watch and check its reading, and register the readings of the flow meter electricity, check the inventory and condition of tools, devices, signaling and fire-fighting equipment (check for seals on individual boxes, cabinets and fire extinguishers), safety equipment, and the contents of the first aid kit. The driver can assign part of his responsibilities to an assistant: acceptance of tools and equipment, checking bearing units. However, in this case, the driver conducts a control check of the assistant’s actions in accepting the specified components. The responsibilities of the assistant driver when accepting an electric locomotive include checking the availability of lubricants and cleaning materials, spare parts, auxiliary equipment not listed in the inventories, cleanliness of the premises and mechanical parts. When inspecting a locomotive, the driver first of all pays attention to the components and parts, the condition of which is regulated by the relevant paragraphs of the PTE. Having completed the acceptance of the electric locomotive, having checked that all the necessary work noted by the arriving driver has been completed, the driver records the completion time of acceptance in the Technical Condition Log of the electric locomotive, form TU-152, certifying the entries with his signature.

When accepting an electric locomotive that is braked by pneumatic brakes, its inhibition should be periodically monitored, since spontaneous movement is possible when the brakes are released. It is necessary to climb (and dismount) into the control cabin, holding the handrails with both hands, having first made sure that there is no rolling stock moving along the adjacent track; Before getting off the electric locomotive, you should inspect the ground near the stairs (by illuminating it with a flashlight at night), making sure that the place is level and there are no foreign objects on it.

In order to improve the technical condition of electric locomotives, the driver accepting the locomotive from another driver is obliged to check the delivery team’s performance of the appropriate cycle of maintenance work and give a rating of “satisfactory” or “unsatisfactory” in column 8 of the route of the driver of the delivery locomotive team; if the locomotive was accepted from repair or maintenance TO-3, then the driver at the end of the trip must hand over to the depot duty officer, along with the route, a warranty card from the repair team with deviations from the norm in the operation of the electric locomotive noted in it.

The sequence of bringing the electric locomotive into working condition is approximately as follows:

Turn on all switches on the distribution board (control panel);

Replenish the supply of compressed air in the main tanks;

The pneumatic network is brought into the state intended for train operation (except for the brake line);

Raise the pantograph, observing the requirements of safety rules;

Includes BV-1, BVZ (KVTs contactor);

Launch auxiliary machines;

Turn on the brake line;

Test the action of the power circuit.

The operation of all equipment - electrical machines and compressors, furnaces, apparatus, sandboxes, brakes and lighting - is checked from both control cabins, usually starting from the head cabin along the expected direction of movement with the train. When checking, carefully observe the readings of measuring instruments and warning lights on the control panel. The approximate sequence of actions of the driver and the main points of the check are as follows.

1. Pantograph should rise smoothly, and when lowering, come off the wire sharply and then smoothly touch the shock absorbers. The total time for raising the pantograph is 7-10 s, and lowering - 3.5-6 s.

All pantographs are subject to inspection one by one. When the runner slowly moves away from the contact wire, the driver requires changing the adjustment of the pantograph valve or checking the static characteristics of the pantograph.

2. Battery condition check, including the cabin lighting lamps and the spotlight. If the battery is working properly, then within 1 minute there should be no noticeable decrease in the intensity of the lamps. The fans are stopped during this time.

3. Compressor supply check by increasing the pressure from 0.7 to 0.8 MPa separately for each; The compressor supply in this pressure range must meet the requirements of the Auto Brake Operating Instructions (no more than 35 s).

4. Turn on the brakes; check for leaks in the pressure and brake lines, as well as in the control circuit lines; check the operation of the air distributor. The check is carried out in accordance with the instructions for car brakes. The assistant driver checks the action of the brake lever transmission and the output of the brake cylinder rods (75-125 mm).

5. Fan action check your hearing. At high and low speeds, the hum should be uniform, but of different tones. On some electric locomotives, observing through the mesh of the high-voltage chamber door, they check the activation of the starting panel contactors, since if these contactors do not turn on, the starting resistors in the fan motor circuit may burn out. If the motor armature and fan are well balanced, the floor of the body does not vibrate when the fan motors stop.

6. The action of furnaces Cabin heating is checked by touch. Turning the furnace contactors on and off is set by ear by pressing the corresponding buttons when the auxiliary machines are not working.

7. Operation of control generators checked at the moment the fans start (the cabin lighting is turned on first). Normally, at the moment of startup, the lamps in the cabin flash brightly and their intensity remains higher than the original one when they were powered by the battery. For a reverse current relay, both pairs of contacts (main and additional) must be closed. The extinguishing of the POT lamp indicates normal operation of the generators and reverse current relays. Regardless of what speed the fans are turned on, the voltmeter on the switchboard should show a voltage of 50-52 V (in winter 52-54 V).

It is normal to experience slight sparking between the contacts of the vibration voltage regulator. When fans operate at low speed, sparking occurs at the contacts of both regulators. The charging current of a serviceable but slightly discharged battery can initially be 15-20 A, and then quickly decreases to 3-8 A.

When the fans stop in the cabins, the MOUTH (VL10) should light up. If the battery has a high voltage after charging, then the armature of the reverse current relay at the moment when the rotation speed of the fan motors decreases can be repeatedly attracted and fall off, and the ROT lamp in the cabin flashes at this moment.

On electric locomotives VL10, VL10U with control panel PU-037, the G1 generator powers the control circuits, and the G2 generator charges the battery; The normal operation of the generators is indicated by the burning of lamps GU-1 and GU-2 (on the assistant driver’s console).

8. Action of converters check, including the Pathogens button; In the cockpit, the warning lights P1, P2 go out. Check the switching on of the contactors of the starting panels, as well as the recovery circuits on the VL10 electric locomotives. To do this, with the high-speed switch turned on, the electric locomotive braked and fans operating at high speed, recovery circuits are assembled with a series connection of the armatures; Having moved the brake handle to several positions, check the operation of the circuits and converters using the ammeter readings in the motor excitation circuit. The difference in the excitation current of the motors of both sections should not exceed 20 A at any position.

9. Effect of light and sound signals check by turning on the buttons in turn: Dim cabin lighting, Bright cabin lighting, Instrument lighting, Right flashlight, Left flashlight, Dim spotlight, Bright spotlight, Chassis lighting, Signal, Whistle, etc.

When moving to another cabin, check the operation of the lighting in the corridors and engine rooms. The serviceability of the plug sockets is verified by turning on a portable lamp (on some electric locomotives, you must first turn on the Running gear lighting button in any of the control cabins).

10. Consistency and clarity of device operation (sequence) one person can check only by ear, and two people can check by direct observation of the devices. To do this, auxiliary machines and furnaces are turned off, the pantograph is lowered, and the electric locomotive is braked with a hand brake. During sequence testing, safety rules are strictly followed; To do this, all control buttons in the driver's cabin are turned off, the KU key is removed, which is used to unlock the push-button switch in the high-voltage chamber, after which the driver's assistant, at the driver's command, moves the main handle of the controller from position to position, and the driver checks the switching on of the contactors in accordance with the circuit table, which usually found on diagrams located in electric locomotive control cabins. No deviations in the operating order of the contactors are allowed. On two-section electric locomotives, the sequence is checked sequentially in both high-voltage chambers.

The sequence can also be checked in electric braking mode. To do this, the contactors of the converters are turned on, and the corresponding controller handles are installed in the braking positions. In braking mode, the operation of automatic control switches (ПВУ, АВУ) is also checked. So, if the air pressure in the brake line is increased to 0.27-0.29 MPa, then on electric locomotives VL10, VL10U, VL11 the BV must be turned off and the braking circuits must be disassembled.

During the sequence test, the air pressure in the lines and battery voltage are monitored. The drives of electro-pneumatic devices are designed for a minimum air pressure of 0.35 MPa and a voltage of 35 V. However, it should be remembered that the air from the main reservoirs may be used up and will have to be refilled from an external source. Reducing the voltage below normal is harmful to the battery cells. From another control cabin the sequence is checked by ear.

Having established that all devices are working properly, check the position of the switch blades of the traction motors and the busbar disconnector, and close the door of the high-voltage chamber. Then, having ensured that it is safe for the locomotive crew members and maintenance personnel, the driver unlocks the push-button switch in the cab and raises the pantograph.

11. Check the operation of the equipment under current. If necessary, start compressors and fans. The control switch and quick-acting switches are turned on, the reversing handle of the controller is set to the operating position and, after making sure that the movement of the electric locomotive does not threaten anyone, they sound a sound signal, the main handle is moved to the 1st position (the hand brake can be applied). If the brakes are released, the electric locomotive will start moving.

The current of the traction motors of the VL10 electric locomotives of the first production at the 1st position of the main controller handle will be 120-140 A; on electric locomotives of the overhead line 11 first releases, the armature current is about 400 A (excitation - 90 A), on the subsequent 240-260 A; the current value depends on the network voltage, the resistance of the starting resistors and the degree of their heating. It should be taken into account that the repair rules allow a deviation of the resistance from the calculated one in the direction of increase by 10%, and in the direction of decrease - by 7.5%.

They check the movement of the electric locomotive forward and backward, and also check the ammeter readings in both cabins, for which the assistant is in the other cabin at this time. On electric locomotives with electric braking, the readings of ammeters in the armature and field winding circuits are checked.

12. When the electric locomotive is standing outside the depot building, after the specified checks, they look at how the sandboxes from pneumatic and electro-pneumatic drives operate. Then the settling tanks and end hoses of the pneumatic lines are purged. This operation is performed by an assistant driver. He must remember that when the brake line is purged, the air distributor is activated, and therefore must make sure that no one is near the mechanical part of the electric locomotive. Pneumatic line coils are purged only when the compressors are running.

If all equipment operates normally, then the electric locomotive is considered suitable for train operation.

ACCEPTANCE OF AN ELECTRIC LOGO WHEN CHANGING CLIDES.

7. INSTRUCTIONS FOR MAINTENANCE OF ELECTRIC AND DIESEL locomotives IN OPERATION.

The team starting work comes to the depot duty officer in accordance with the established schedule.

The responsibilities of the driver when accepting an electric locomotive include:

The sequence of bringing the electric locomotive into working condition is approximately as follows:

Turn on all switches on the distribution board (control panel);

Replenish the supply of compressed air in the main tanks;

The pneumatic network is brought into the state intended for train operation (except for the brake line);

Raise the pantograph, observing the requirements of safety rules;

Includes BV-1, BVZ (KVTs contactor);

Launch auxiliary machines;

Turn on the brake line;

Test the action of the power circuit.

If all equipment operates normally, then the electric locomotive is considered suitable for train operation.

ACCEPTANCE OF AN ELECTRIC LOGO WHEN CHANGING CLIDES.

7. INSTRUCTIONS FOR MAINTENANCE OF ELECTRIC AND DIESEL locomotives IN OPERATION.

Acceptance of the electric locomotive.

Check the log of form TU-152 for the dates of the last maintenance-2, checks of ALS and PRS, CLUB, SOUTH, and familiarize yourself with it with the condition of the electric locomotive, with repairs performed according to the record of the driver who delivered it. If acceptance is carried out at the depot and the repairs have not been carried out, demand that the TChD perform it or replace the electric locomotive;

Check the completion of TO-1 by the team that delivered the electric locomotive; if it is not completed or performed with poor quality, make an entry about this in the TU-152 log;

Inspect the mechanical part, paying special attention to the absence of rotation and the condition of the tires, the condition of the spring suspension, automatic coupling devices and safety devices against parts falling onto the track;

Check the presence of sand in the bunkers and the operation of the sandboxes;

Carry out the work specified in the Operating Instructions for Railway Rolling Stock Brakes.

Blow out pneumatic lines in accordance with local regulations.

Inspect the axlebox units, paying special attention to the reliability of bolt fastenings, drivers, rubber-metal elements, the absence of cracks in the housings and axlebox covers, check the heating temperature of the bearings by touch;

Inspect the condition of the roof equipment from the ground;

Check the smooth operation of the device drives, the condition and fastening of the wires, the absence of air leaks, the condition of the fuses, the presence and serviceability of signal lamps, measuring instruments and lighting lamps, check the fastening and operation of auxiliary machines and the mobility of pantograph frames when lifting and lowering;

Check the operation of sound signals, spotlights, buffer lights, lighting;

Check the oil level in the compressor crankcases;

Check electricity meter readings;

Check the availability of tools, equipment, spare parts and materials, devices for collecting emergency diagrams, signal accessories, brake shoes (their quantity and numbers must be recorded in the TU-152 form log), the condition of the first aid kit, fire-fighting equipment, protective equipment, the condition of snow protection equipment , cleaning and lubricants. When accepting the electric locomotive at the depot, replenish what is missing. When accepting on line - require the delivery team to draw up a report in the form TU-156;

Check the operation of ALSN (CLUB), SAUT, PRS and other devices that ensure traffic safety;

Check the operation of the ridge lubricator and the brake line density control device;

Follow the fire safety instructions and check the condition of fireproof areas, avoiding the accumulation of rags, rags, oil and other flammable materials.

If, during acceptance at the depot or at the turnover point, a malfunction is discovered that cannot be eliminated during acceptance, the driver is obliged to notify the person on duty at the depot (turnover point) and make an entry about this in the log of the TU-152 form. After this, by his order, the electric locomotive is replaced.

Sign the acceptance of the electric locomotive in the TU-152 form log and be responsible for its serviceability until the next delivery or until it is put on maintenance or repair.

Note:The procedure for accepting an electric locomotive is determined by local instructions approved by the head of the depot.

When accepting an electric locomotive issued for a passenger train driven by one driver, as well as in the case of changing locomotive crews without uncoupling the electric locomotive from the train, depending on local conditions, the acceptance volume may be reduced. In this case, as well as when electric locomotives are operated by several depots, the instructions must be approved by the head of the locomotive service of the road. When operating electric locomotives by locomotive crews of several roads, local instructions are approved by the heads of the locomotive services of these roads.

Delivery of the electric locomotive.

Carry out, if necessary, an additional check of faulty devices in order to clarify the nature of their condition and the causes of damage;

Complete the TO-1 cycle, cleaning the electric locomotive and in the TU-152 form log, make a detailed and legible record of all deviations in the operation of its components, equipment, circuits, ALSN (CLUB), SAUT, PRS and other safety devices, write off meter readings, indicate your last name, depot, date, time of delivery and certify the entry with a personal signature;

In addition to making an entry in the TU-152 log, verbally inform the receiving team about the operation of the electric locomotive, especially about the observed signs of abnormal operation of individual components or circuits, the activation of backup systems, the use of emergency circuits;

When handing over an electric locomotive operating on an emergency circuit, explain its operation in detail, especially if it is atypical. When the electric locomotive is delivered to the depot, the emergency circuit must be dismantled in whole or in part, if this is agreed upon with the senior foreman (foreman) or foreman;

Any malfunction discovered during delivery is eliminated by both teams;

The team is responsible for untimely recording of an electric locomotive malfunction or its concealment,

In the absence of tools, equipment, signal accessories, make an entry in the journal of form TU-152 and attach a report of form TU-156.

In daily activities, locomotive crews have significantly less time for acceptance, since it is carried out on station tracks in the departure park, often without uncoupling the electric locomotive from the train. In the 20-30 minutes usually allocated for acceptance, the team inspects and checks only the most basic things. Before proceeding with the acceptance of the electric locomotive, the driver will learn from the arriving crew how the locomotive as a whole and its individual components worked during the trip. If the handing over team notes that the current collectors, auxiliary machines, traction motors and rectifier units are working well, the driver devotes the bulk of the time allotted for acceptance to checking the mechanical equipment, bearing units and a quick inspection of the equipment installed in the high-voltage chamber, checking for the presence of seals on the protective and control equipment.

Under any conditions, the team carefully inspects the wheelsets, axle boxes, brake and spring systems, the hitchhiking device and the automatic coupling, since traffic safety primarily depends on the condition of these components, and also checks the operation of sandboxes, light and sound signals, measuring instruments and reserves. sand.

If during acceptance the electric locomotive is not uncoupled from the train, then the action of the brake lever transmission is checked using the auxiliary locomotive brake valve. The operation of the air distributor (in this case, an electric locomotive is monitored when testing the brakes of the entire train. In order to save time, the operation of fans and compressors is checked during a brake test; in this case, the compressor supply cannot be accurately determined, since the brake line cannot be disconnected.

During the acceptance process, it is necessary to periodically check the pressure in the main tanks and the battery voltage.

The assistant driver determines whether the electric locomotive has a supply of lubricants and cleaning materials, accepts signal accessories, brake shoes, fire-fighting and safety equipment, as well as tools.

The responsibilities of the assistant driver include checking the condition of the bearing assemblies of wheel pairs and traction motors. At the direction of the driver, he can take part in the inspection of other components of the electric locomotive. In severe frosts during acceptance, an assistant periodically blows out the moisture collectors and oil separators of the pneumatic lines.

If steam comes from the axle boxes of motor-axial bearings in wet weather, and in winter the snow melts on them, this indicates abnormal heating of the bearings. Such bearings are inspected through the upper hatch of the axlebox and the padding is sorted out.

During the delivery of an electric locomotive, the driver of the arriving crew usually spends most of the allotted time inspecting the internal equipment. At this time, the assistant driver replenishes the supply of lubricant, tidies up the interior of the body and wipes the mechanical parts. If the delivering driver makes comments about the unclear operation of a particular unit, then the receiving driver sets aside time to inspect this unit.

A malfunction discovered during the acceptance process is eliminated by the arriving team. If it is impossible to eliminate the malfunction on his own, the receiving driver notifies the duty officer at the depot (turnover point) to take action.

Climbing to the roof is permissible only on those tracks where the voltage has been removed (the mast disconnector is locked, the permissive signal light is on). You can climb to the roof only after making sure that both current collectors of the electric locomotive are lowered (for all sections of electric locomotives operating on a multi-unit system). While on the roof, do not touch the contact wire. Inspection and repair of roof equipment can only be carried out in good lighting. You must walk on the roof very carefully, especially in winter, when the walkways are covered with snow, frost and very slippery.

The arriving driver writes down in the technical condition log of the electric locomotive how the locomotive worked and what problems were noticed. The receiving driver reads this entry and, if it was noted that repairs are needed, checks whether they have been completed, and then signs for acceptance of the electric locomotive.