How do signals control trains? Electric train control Concerning train braking.

A speeding train, unlike a car, cannot stop quickly when it approaches the train moving slowly ahead. And he cannot turn out of his way, like a car, so as not to crash into another train standing in his way. In order to avoid collisions between trains moving on the same track, signaling systems are in place on the railway. They warn locomotive drivers in advance about possible danger.

In those years when the railways were just beginning their operations, trains ran so infrequently that they were naturally kept at a safe distance from each other. Later, the railroads switched to a more reliable security system: a remote monitoring system. In this case, the train cannot enter a certain section of the track until this section is clear. Early light signaling systems were equipped with flags or illuminated lamps, but these were gradually replaced on railways by traffic lights, 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 lead driver has fallen asleep at his workplace.

Automatic blocking signals

The electric current from the battery passes along the entire section of the track on which this blocking system operates. When the train approaches this block section (diagram above), electric current also passes through the carriage wheels. This short-circuits part of the circuit and the red light at the checkpoint turns on.

Green signal says that the tunnel is clear 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 proceed 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 nearby ahead.

Green signal says that the way ahead is clear.

Train hitch-hiking, installed under a railway car, will automatically apply the brakes if it does not receive an authorization signal from a transmitter installed on the tracks.

The signal transmitter is attached to the rail track.

Train hitchhiking scheme

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

The world of Red Dead Redemption 2 can be traversed by trains, which are an attractive means of transportation in the game. On this page you can find out how to get on the train and whether you can drive the train yourself.

There are three main ways to get on the train. The first is to visit the train station in any city and buy a ticket. Depending on the chosen direction, a ticket can cost from a few dollars to ten or more. Immediately after purchasing your ticket, a train will appear and your journey will begin.

The second way is to wait on the train platform. After its arrival, climb into it and travel in transport as a “hare”. Trains run along predetermined routes.

The last third way is to ride a horse to a moving train and jump on it. This technique also allows you to travel without a ticket.

Red Dead Redemption 2 lets you control every train. To do this, you need to get to the locomotive and press the button indicated in the game. The main character will throw the driver out of the cab and take control. You can control the speed of the train and sound signals.

Please note that by taking control of the train, you have committed a crime. And you will become a target for law enforcement officers.

Controlling an electric train consists of preparing the electric train for work and driving it along the line.

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

The package switch “Auxiliary compressor” in cabinet No. 2 of the MT car is set to the Cabin position; The switch on the air conditioner instrument panel, located in the middle cabinets of each car on block 15A.037, is set to one of the Heating or Cooling positions depending on the outside air temperature. In the tail car in the cabin and in cabinet No. 4, turn off all buttons and switches, except for the Upper and Lower Right Signals buttons. Don't forget to turn off the heated cabin windows of the tail car.

In the cabin of the head car, insert the brake lock handle and turn it to the lower position. Then turn on the 400 Hz Converter switch and the ALS Power toggle switch on the remote control. Having removed the key from the electro-pneumatic valve, turn on the auto-stop and press the alert handle to stop the whistle. After this, turn on the Auxiliary compressor button on the head cabin remote control. After 3-4 minutes, you can raise the pantographs by pressing the pantograph raised button. The actual rise of the pantographs is controlled not only by the pantograph lamp on the remote control (the lamp should go out), but also visually, using a reverse mirror. Now you should turn on the control switch of the control unit and check whether the signal lamps on the remote control are lit: Converter, Air Conditioning Compressor, V A, L K and T. 3-4 s after turning on the control unit, all converters of the electric train and the signal lamp should start working

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 turn on the Psari switch in cabinet No. 4 of carriage G. On the switchboard in cabinet No. 5 of this carriage, turn on the driver's power, setting the Automatic driver and Engines //U switches to the 400 Hz Network position. When broken, the 80 V, 100 /I indicator lamps on the panel and the Network lamps on the power supply units of the rack and the front panel of the programming device should light up. The software device must be equipped with software tapes.

Check the presence of chart paper in the speedometer registration block and, if there is little left, fill the block with a new roll. To do this, you need to remove the left removable spool (by lightly pressing towards you) and the trunnion from the spool, put a roll of chart paper on the spool with the chalk layer facing out and scaled speed divisions in the lower part, insert the spool in place, fold the pressure table towards you, put on* the free one the end of the paper onto the receiving reel, press the mite with a pressure table with a lock, stretch the tape until traces of the scribes appear and check that the zero line coincides with the line of pressure. Then you should turn on the power source of the speedometer, set the speed indicator hand to the zero position, and the secondary clock hand to the daily time. After this, turn on the Speed ​​Control button on the driver’s console, and when the speed indicator hand and the speed recorder scribe show 85-95 km/ h, turn off the Speed ​​Control button.

On observation units, Psari set the daily time using the Rough and Fine buttons located on the driver’s console. Turn on the Air Conditioning, heating button and if the M7 warning light goes out, then the air conditioning and heating system is turned on. The Lighting button turns on the interior lighting lamps.

Then check the operation of the brakes. To do this, the driver first turns on the Emergency EPT button, and his assistant checks along the train the operation of the electro-pneumatic brake using 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, placing 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. When walking along electric train cars, you should make sure that the shoes of the magnetic rail brake are pressed to the rails, check that the air springs are filled with air (the body position control lever must be in a horizontal position), and check by ear whether there is any extraneous noise in the operation of the compressors and converters.

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

Before the electric train departs from the locomotive depot, the operation of sound signals, spotlights and signal lights is checked, the movement of the electric train is tested when controlled from the control panel of the driver's head cabin and the locomotive traffic light ALS-200 is switched from a red signal to a white one by pressing the button B K. If the electric train is sent from station, then to board passengers you must disable the Door Lock button. After the entrance doors are opened by the carriage conductors, the Doors open signal light on the driver's console lights up.

Once passengers have boarded, the conductors lock the entrance doors of the cars and the Doors Open signal lamp goes out. Before the electric train departs, the driver turns on the electromagnetic door locks by pressing the Door Lock button.

Driving an electric train as a driver. To set the electric train in motion, the driver moves the reversible handle of the controller to the Forward position and restores the protection by pressing the Return Protection and Return VA buttons. Then the driver places the main handle of the controller in the maneuvering position, or in one of the running positions of the traction mode.

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

If it is necessary 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 there is an automatic transition to a series-parallel connection of traction motors when fully excited and automatic output of starting resistors. To further increase the speed 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 place the controller handle immediately in 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 an electric train with higher acceleration, it is possible to eliminate intermediate control of the excitation of traction motors on a series connection.

To do this, the main handle of the driver’s controller is immediately placed 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 a series-parallel connection, it is enough to return the driver’s controller handle from the 4th to the 3rd position. This ensures that the achieved high speed of ira is maintained at a level of 150-160 km/h. If, according to the driving mode, it is necessary to reduce the traction force even more! In the 1st position, the excitation control mode for traction motors with a series connection is canceled. A movement speed of 200 km/h is achieved with a series-parallel connection and weakened excitation (W-20%) of the traction motors. Maintaining a high level of movement speed (19G>- 200). km/h) is 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 reduce the setting current, turn on the Reduced acceleration button on the remote control.

To enable braking, the driver's controller main handle is set to the 1st or 2nd brake position. This activates the electric brake. The braking distance is regulated 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 a normal braking current setting, and in the 1st position - at a reduced one. If to stop the electric train in a given place it is necessary to increase the effectiveness of the brake, then the main handle of the driver’s controller is moved to brake position 3, at which, in addition to the electric brake, the electro-pneumatic disc brake is activated (full service braking). In this case, air with a pressure limited by an inverse proportional valve enters the brake chamber and the pressure switch (the pressure switch directly fills and drains the brake cylinder depending on the pressure in the brake chamber). In the event of a failure of 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/і^гк button. In case of poor wheel-rail adhesion conditions, before turning on the electric brake, press the Reduced deceleration button, which reduces the braking current setting.

An emergency stop of the electric train is carried out by moving the handle of the driver's controller to the brake position 4. In especially dangerous cases, an emergency stop with lowering of the pantographs is carried out by turning on the Emergency stop switch on the driver's console. When the machine controller handle is placed in brake 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 brake handle is placed in the emergency braking position or when the Emergency Braking button is pressed on the driver’s console, the auto-stop valve is activated by ALS signals (if the driver loses vigilance) or the stop valve is broken in any electric train car .

If, during the start or braking of the electric train, the wheelset begins to slip and the RB warning light on the remote control lights up, briefly press the Sandbox button. When wheelsets are slipping for a relatively long time, the traction 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 voltmeter reading and the lighting of the “Pantograph” warning lamp 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 driver was engaged, and then to zero), turn off the control switch of the control unit. After the voltage in the contact network is restored, the power supply is turned on again, the pantograph is raised while the electric train is moving by pressing the pantograph raised button for 10-20 seconds, the protection is restored and acceleration is carried out using the driver’s controller, or by turning on the driver.

At the final station, before moving to another cabin for movement in the opposite direction, the main handle of the driver’s controller is set to the zero position. Then the reversing handle is moved to the zero position and removed, insert the key into the EPC and turn it to the extreme right position, turn off the control unit, lower the pantograph, turn off the 400 Hz Converter button, all the buttons on the driver’s console, the Upper Signals and Lower Right Signals buttons, and brake electric train with the driver's edge to a pressure in the brake line of 0.25 MPa, remove the handle of the brake locking device and turn off the brake system in cabinet No. 4.

If the electric train is put into storage, then all operations are performed as when moving to another cabin and, in addition, the electric train is slowed down with a hand brake, the battery switches on the G and M cars are turned off, and all the doors are locked.

Driving" the electric train by the driver. To do this, before the departure of the electric train, the driver turns on the Driver 1 or Driver 2 button, performs a manual start and revs up to a speed of 50 km/h, at this speed moves the driver's controller handle to the zero position, briefly presses the Driver's Power button. If necessary, the driver can again take control of the train. To disable the driver, you only need to move the driver's controller from the zero position and one of the driving or braking positions, except for the shunting position.

The driver is an integral part of the overall control system of the electric train, which also includes the ALS-200 and internal automation systems. He selects the speed required to complete the running times recorded in his program, taking into account the established speed limits. The internal automation system of an electric train implements the speed selected by the driver (driver with manual control) by regulating the operating mode of the traction motors and braking means of the cars.

The driver ensures the normal operating mode of the internal automation system of the electric train in the absence of deviations from the schedule, a weakened mode when ahead of schedule, and a forced mode when a delay is detected; drives the electric train in the mode of maintaining 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 evaluates at control points the deviation of the actual movement of the train (time and path) from that provided by the program.

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

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

* Ahead of schedule is compensated by reduced speed on the section of the route where movement at maximum speed is allowed.

As already noted, in the event of a delay in the preceding train, a continuous-type automatic locomotive signaling system prohibits this train from moving on schedule, that is, it reduces its speed or stops it, canceling the driver’s influence on the train. However, the main processes of a driver’s work are monitoring the distance traveled and time, assessing deviations from the schedule, etc. - - are saved so that after the ban imposed by the security system is lifted, the electric train can again fit into the schedule.

The driver of the ER200 electric train has targeted adjustable braking units that provide a reduction in speed on high-speed lines equipped with a point-type information transmission system that notifies when the train is approaching places of permanent speed limit. ALS-200 devices provide similar actions with the only difference being that these devices will cause a forced unregulated reduction in speed to the beginning of the limitation point immediately after receiving the corresponding signal.

ALS-200 gives a signal to start braking at point D1 (Fig. 67) at the distance of the greatest possible braking 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 targeted controlled braking curve of the motorist AB system passes below the Af^ curve. In this case, the train passes part of the section AA\, allowing maximum speed, at a lower speed, which leads to additional loss of time. This is necessary so that in the event of a driver malfunction and braking does not occur at point A, the restricted area would not be passed by the train at increased speed. A malfunction of the ALS-200 not only does not cause loss of braking distance, but, on the contrary,

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

If sensors are not installed on the line to link the driver’s program to the waypoints, then the driver’s operating mode can be limited to maintaining a given speed from 80 to 200 km/h with an interval of 20 km/h.

The operation of the multi-valued automatic locomotive system

custom alarms with automatic speed control. ..ALS-200 signals in the driver’s cabin 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 the permissible speed.

DLS-200 track devices include frequency and numerical automatic blocking transmitting devices, which operate in parallel at the circulation line of the ER200 electric train. The receiving devices of frequency and numerical automatic blocking are connected in parallel; the control of the lights of the traffic lights and the selection of ALS code signals are carried out through one of them, while the other is in reserve.

Frequency automatic blocking with four-digit signaling ensures, without the use of linear circuits, control of the lights of through traffic lights and transmission to the electric train of information about the vacancy of four block sections, as well as about the permissible speed of reception on the main and side tracks of stations. Numerical coded automatic blocking with four-digit signaling ensures control of the vacancy of two block sections by means of code signals transmitted along rail circuits and two more block sections by means of linear signals.

The head cars of the electric train are equipped with devices of the ALS-200 system for receiving and deciphering continuous code signals (frequency and numerical), automatic speed control, control of driver vigilance, interaction with the driver, interaction with the internal automatic train traffic control system, interaction with the signal readings recording unit and actions of the driver, as well as to indicate the normal operation of train equipment.

Locomotive traffic light signals give the driver instructions about the permissible speed on the section ahead until the next traffic light or to the point within the block section where, due to a change in the train position, the signal indication will change. The locomotive traffic light gives a Green light signal with an index of 200, or with an index of 160 or 120 (32оо, 31в0, 3j2„), allowing the passage of the ahead traffic light at a speed of 200, 160 or 120 km/h, respectively, provided the path is clear at a distance not less than the braking distance full service braking distances at speeds of 200, 160 or 120 km/h, respectively. In a section equipped with a four-digit automatic blocking, these signals are transmitted provided four block sections are free for 32оо* three block sections for 31в0 and two block sections for 312о. In addition, Green Light signals with the index J40 (Zno) and 31в0 can be given in places with permanent speed limits of 140 and 160 km/h based on track conditions.

The locomotive traffic light gives the signal Yellow light with the index C (Zhs), allowing the passage of the one in front

of a traffic light at a speed of 80 km/h under free conditions and at a distance not less than the braking distance of full service braking at a speed of 80 km/h. Signal Zhs. transmitted one block section from a traffic light with a red light.

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

The signal Light with red (KZh) allows movement at a speed of 20 km/h with the readiness to stop in front of a standing traffic light with a red light.

The Red light signal (K) lights up at the locomotive traffic light if a track traffic light with a red or invitational light passes. At signal K, driving with increased vigilance and a speed of no more than 20 km/h is allowed.

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

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

Train automatic speed control devices measure the actual speed of the train in the range from 0 to 200 km/h. compare the actual speed with the permissible one, determined by the signal readings, and issue signals to automatically reduce the speed if the actual speed exceeds the permissible 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 approaching trains at a distance less than the maximum braking distance), or an electric rheostat brake (adjusting service braking) with intensity of at least 0.3 m/s2 (when approaching a place of permanent speed limit exceeding the permissible speed); the execution of the command for automatic braking is monitored and the emergency brake is activated if the command is not executed or braking is carried out with low intensity, and automatic braking is also canceled when the actual speed becomes equal to or less than permissible.

The ALS-200 system automatically monitors the driver’s execution of speed commands and independently applies the brakes if the permissible speeds are exceeded: 20, 50, 80, 120, 146, 106 and 208 km/h. The internal automatic train motion control system will, in turn, transmit information to the ALS-200 system about the collection of automatic braking circuits and the achievement of the braking current to the specified set value.

Operation of the driver vigilance monitoring device. It provides the same functions as on serial commuter electric trains with the activation of the emergency brake of the electric train (hitchhiking) 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 assistant drivers who have the right to operate a locomotive are appointed after passing an additional medical examination on suitability for this work. Before each trip, the crews undergo a sub-trip medical examination.

When performing work related to the adjustment of electrical equipment of electric trains, the locomotive crew and locomotive depot personnel comply with all established electrical safety rules. In particular, before starting work with under-car equipment and with equipment located in cabinets with safety interlocks, operations are first carried out to bring the electric train into a safe state: the train is stopped, then the control unit is turned off at the driver’s console, which leads to the shutdown of all high-speed circuit breakers and machine converters. Using a button on the driver's console, the pantographs are lowered and visually verified.

Three-way valves located in cabinets No. 2 of MT cars shut off the compressed air lines of the pantographs (turn the valves 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 B207 battery switches located in cabinets No. 8 of the head cars and in cabinets No. 6 of the M motor cars are turned off.

When no work is done on the roof of the car, in addition, remove the voltage from the contact wire of the depot and ground it; visually verify this. But the signal is a Green light above the ditch and the presence of a lock on the sectional disconnector drive handle.

Inspection and repair of the roof equipment of motor cars on the line is carried out only when the voltage in the contact network is removed on tracks that have disconnectors for disconnecting and closing the contact network. The voltage from the contact network sleeps* the energy supply manager, and the contact network worker grounds the network on the orders of the energy dispatcher.

If necessary, it is allowed to observe the operation of electrical equipment from the side at a distance of at least 1 m with the cabinets previously opened and the covers of the undercar boxes removed and the safety locks secured in a 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 be 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 locks are released, all cabinet doors and drawer lids are closed.

Do you know that the Sapsan is driven by only one driver? And what happens if the driver becomes ill or needs to go to relieve himself? And what is the minimum set of buttons and levers needed to control the train?

I learned all this and much more and tried it out at the Russian Railways training center. Full name: St. Petersburg Center for Personnel Training for Maintenance of High-Speed ​​Trains. The center is located at Obvodny Canal Embankment 70, or rather somewhere further from this house, across the courtyards. This is what the center building looks like:
2.

In the largest room of the building there are two simulators of different trains: “Sapsan” and “Swallows”.
3.

The most noticeable difference between these simulators (besides the fact that they simulate different trains) is the presence of pneumatic suspensions in Sapsan, which are capable of moving the cabin in different directions and with different intensities. Thus, the simulator cabin can create the illusion of all train movements: starting, accelerating, smooth driving, changing lanes, braking.
4.

For example, when braking sharply, the cabin also tilts forward sharply, this is very well felt in the cabin too. Or passing a switch and changing lanes onto adjacent tracks, which is felt both visually and by the vestibular system. While the simulator is operating, it is forbidden to go beyond the yellow-black striped line, for obvious reasons :)
5.

To the left of the Sapsan simulator there is this cute design that you just want to take home. This, by the way, is also a simulator. On it, conductors hone the correct reaction and procedure in emergency situations with trains, for example, the placement of signal lights and barriers:
6.

Isn't it great?
7.

In the same room there is an opportunity to see what the Sapsan pantograph looks like up close. The center staff turned on the pneumatics, which lifts the pantograph. This happens quite quietly and smoothly, only the air whistles. By the way, in Russia there are sections of railways with different types of voltage - variable or constant. The Sapsan pantograph has two contacts for different types of voltage. The train electronics provide protection against incorrect contact selection. There is another interesting nuance associated with this part of the train: electrical wires for electric locomotives are laid so that they are not stretched straight, but at an angle. This allows the contacts of the current collectors to wear out more or less evenly.
8.

But let's return to the Sapsan simulator. My colleagues - Seryozha and Lesha - climbed into the cabin first. I watched the movements of the cabin from the outside, and then moved here.
9.

This is the training instructor's workplace. During the demonstration of the simulator, the instructor was with us in the cockpit. But during the training of Russian Railways employees, he sits at this workstation and communicates with listeners via speakerphone; for this purpose, a remote control with a microphone is located on the table. The left monitor shows all the indicators that the “driver” sees in the simulator cabin, plus a live broadcast of the image from the camera in the cabin. The right monitor displays the interface of the simulator control program, where you can start and stop the simulation, as well as set various conditions for students. For example, you can set the weather, time of day, and give a command to simulate a breakdown or emergency situations.
10.

Left monitor closer:
11.

Now it’s Sergei and me’s turn to sit in the driver’s seat. Healthy minimalism reigns in the range of Sapsan controls. This is especially striking after I tried a similar one in action. Boeing 737NG airplane simulator which we tested a month earlier.
12.

Here is a photo of the cockpit of that airplane simulator, in order to get a feel for the scale:
13.

Why did I remember the airplane simulator? You might think that for a beginner, flying an airplane would be more interesting than flying a train. However, it didn't seem that way to me. The fact is that there are a million nuances in controlling an airplane. Well, maybe not a million, but a lot. To get a plane into the air or land it, you need to do a lot of things with a lot of different knobs, buttons and toggle switches. But with the train the situation is much simpler. The electric locomotive of a modern train can be controlled by only two levers: traction and brake.. Do you see Sergei's landing in the photo below? Under both hands on the control panel are just these two levers:
14.

The lever labeled “Traction” is used to start the train moving and accelerate it to the required speed. In the photo below, the lever is in the zero position - there is no traction, and the train will not move. You just have to pull the lever away from you, and the train, subject to certain conditions, will move off and begin to accelerate very smoothly. The traction lever has the first two fixed positions, and then moves smoothly without fixation. To move the lever from the zero position, you need to press the black tip, which removes the lock. This is protection against accidental activation of traction while parked at a station or depot.
15.

The brake lever is located under the right hand. The photo below shows the lever in the brake released state. To turn on the brakes, you need to press the tip of the lever and move the lever towards you. How to choose the desired lever position? This depends on the required braking intensity. If you need to brake smoothly, then just put the lever in position 2T or 3T. If emergency braking is necessary, then move the lever all the way down.
16.

On the right hand side, in the side control console, there is a large and visible emergency brake button. This is another method of emergency braking, only with this method, along with a sharp deceleration, two loud sound signals of the electric locomotive also turn on. This method of braking is used, for example, when the driver notices something on the tracks that threatens the safety of the train:
17.

Surely you noticed the third lever, to the left of the one that controls the draft. This is the lever for setting the speed of the electric locomotive. A kind of cruise control, only smarter, able to change the speed depending on the situation on the tracks. Above the speed setting lever there is a direction switch: forward or backward. To change the direction of movement, you need to slow down the train until it comes to a complete stop.

The screens display a lot of all kinds of information, which, however, can also be understood and remembered in a fairly short time. The most important number is exactly in the middle - movement speed. The electronics are capable of determining the permitted speed in a given area and warning drivers about exceeding the speed limit. The system can look many kilometers ahead so that the driver can predict the speed of movement, because a train is not a car; it cannot accelerate and brake so dynamically.
18.

And now we smoothly come to the topic of human factors. The fact is that Sapsan is always controlled by only one driver. The train also has a flight engineer, but his functions do not include driving the train. The driver cannot leave the cabin during the trip. When asked about the need to go to the toilet, the answer was “4 hours on the road is not much, they will go before or after the flight.” What happens to the train if the driver becomes ill and cannot control the train? Well, firstly, drivers undergo regular, strict medical examinations, including before each trip. This already excludes a decent amount of the likelihood of the driver feeling critically unwell. Secondly, the safety of the train and its passengers is ensured by smart electronics. Before the trip, the driver is required to put on a special bracelet that monitors his pulse. As soon as the system suspects that the driver has been distracted from control, it gives an audible signal and duplicates it with a visual signal on the monitor. After this signal, the driver needs to press the large orange button, which is hidden under the panel on the right. In the photo below you can see a piece of this button. If the driver does not react after two signals and does not press this button, the system will automatically apply emergency braking. The same thing happens if a train travels above the speed limit on a section. The system will first give warning signals about the excess, and if there is no reaction, emergency braking will be activated.
19.

The screens display various service information. Travel speed, speed limits, distance to targets and traffic lights, level of traction and braking power, voltage in the contact wire, door condition, error status and other data. A black device with a handset and a screen is a radio station for communication with stations and personnel servicing the tracks. Sapsan also has a kind of “black box”, like in airplanes. All indicators and actions that occur while driving the train are written there.
20.

Not all controls are designed to fit easily. There are two pedals built into the floor. Only this is not traction and brake, as it might seem at first glance. The purpose of these pedals may seem strange. The left square pedal is used to scatter sand under the train wheels. This is one way to increase the grip of the wheels on the rails in frosty winters. If you turn on winter on the simulator, then pressing this pedal during acceleration significantly increases the speed gain, and the pneumatic suspensions under the cabin noticeably react to this action. And the right round pedal turns on a double sound signal: typhon + whistle.
21.

Trains also have traffic lights. Their purpose is different from those that stand at intersections for cars, but they are united by one property - violation of the rules for following signals is punishable, as the inscription on the wall to the left of the driver eloquently states.
22.

On the right, in the same place, there is another inscription reminding that the maximum permitted train speed on the entire section is 250 km/h.
23.

Under the left hand there are buttons for opening and closing doors in carriages. The simulator allows you to simulate boarding/disembarking passengers at a station. In order to keep an eye on people during boarding/disembarking, cameras are built into the train, the images from which are displayed on the monitor above the door buttons. The monitor can also show images from cameras while the train is moving.
24.

That's probably all you need to know to control a train. The most difficult thing in Sapsan, apart from emergency situations, is getting the train ready to move. That is, “start” an electric locomotive :). And then everything is very simple. Move the brake lever to its highest position, move the traction lever all the way up, and off we go. Too fast or you need to slow down the acceleration - reduce traction. You need to slow down smoothly - remove the traction and pull the brake lever approximately to the middle. You need to slow down very sharply - pull the brake all the way and brake urgently. Only if you want to move off after emergency braking, you need to wait until the brake system is ready to work and start the thrust through “zero” (by turning off the thrust completely and turning it on again). The rest of the buttons are labeled in Russian, the purpose of some is intuitive. But, in order not to ruin the illusion of ease of train control, do not mess with the block of switches responsible for individual train functions :)
25.

Along the way, I’ll show you a few photos of the Lastochka train simulator. Its control panel is located next to the simulator itself, and not in the next room, like the Sapsan:
26.

At first glance, the difference in cabins between Sapsan and Lastochka is not particularly big. What is striking is that there is more space in width:
27.

As for the controls, the Swallow has only one lever for traction and braking:
28.

Although there is also a separate lever for the brake:
29.

Otherwise, the control principle is not much different from Sapsan:
30.

31.

To see the simulator cabin in action, I suggest watching a video made by a colleague:

Interesting? Now you can knock on the Sapsan driver’s door and say that you also know how to drive a train! Just kidding, they simply won’t let you in :) If you have any questions about trains, ask, I will forward them to the training center specialists.

Photo: At the age of 14, Gaidar commanded a regiment, Alexey Potapov commanded a diesel locomotive. Photo by Olga Grigorieva

In childhood, many people dreamed of a toy railroad, imagining themselves as drivers. But in our city there is a place where young Khabarovsk residents are taught to drive not toy trains, but real ones! To find out how children are trained to be drivers, we went to the children's railway.

More than a thousand children from municipal schools of Khabarovsk, BAM, Sakhalin and boarding schools of Russian Railways JSC study at the Far Eastern Children's Railway.

Best profession

Just recently, children came to us from Ussuriysk, and now we have children from Komsomolsk,” senior instructor Lyubov Kirpikova shared with us. - In the summer they undergo practical familiarization with the professions of railway transport. For young railway workers we have a dormitory building for 30 people, where they live during their entire stay on the children's railway. Upon completion of theoretical and practical training, they are issued a certificate.

On our road there are instructors who have 125 children per shift, where they train not only boys, but also girls. That is, there is its own small school. At the beginning of the school year, a meeting is held in each shift where representatives are elected to the Road Council. This is a local government body. They keep order and do career guidance work,” says the instructor. “They elect the chairman of the council, now our council is headed by Stepan Potapov, he was trained for this position for a whole year,” says the senior instructor.

Meanwhile, Lyubov Kirpikova takes me to the Pionerskaya station. Train TU7A-3361 was just leaving from there, driven by the head of the council and driver Stepan Potapov - and he is only 17 years old.

In addition to him, there is a driver-instructor in the cabin. He monitors the movement of the diesel locomotive and gives instructions to his young partner. However, Stepan calmly and confidently controls the train, it feels like he has been working as a driver for more than one year.

I have been working on the children's railway for six years now. Over the years, I learned all the basics of railway production,” Stepan confirms our guess. - I started with an ordinary switchman. I stood, like many guys, at the switch. I have been working as a machinist for three years now. For me this profession is the best. Because she is truly responsible and masculine.

Path to machinist

Styopa got on the train at the age of 11. Then they came to the school where he studies to recruit boys and girls from fifth to seventh grade.

– Instructors visit educational institutions every year, and one fine day they came to my school. Then I decided to try myself in this business. To be honest, I couldn’t come here for a very long time, I was afraid. Although as a child I loved trains and everything related to the railway theme,” says the young driver.

Stepan believes that while working on the road he learned a lot, became more responsible, and became friends with the guys. His parents, he said, support their son and are proud that he has grown to become a driver.

In total, the training lasts six years. During the first three years of study, the guys work as switchmen, conductors, and crossing guards. Everyone starts small, then becomes wagon inspectors, track workers, duty operators, and only after that - assistant drivers.

Over the next three years, there is a deepening in certain branches of production, young railway workers are being trained to become machinists. Special training courses for work begin.

– We have a specialized locomotive training ground and even installed a simulator that simulates the cabin of a diesel locomotive, where we take the exam. Being in the driver's cabin and driving a diesel locomotive yourself is not as easy as it seems. But there is always an instructor nearby who will help and catch you if something doesn’t work out. Of course, sometimes he will scold you kindly, but he will always support you,” Styopa smiles.

Nerves of steel

Meanwhile, the path of the diesel locomotive he controls passes past residential buildings, and my heart skips a beat from time to time. You really need to have nerves of steel to operate a diesel locomotive. If only because while driving a constant problem arises - people run across the road and do not realize the full risk. A children's road is a child's road, but still not a toy, and if something happens it won't seem like much! That’s why there are warning signs everywhere: “Beware of the train! Watch out for the train! There is even a sound alarm. And while the locomotive is moving, the driver constantly uses it.

According to the rules of technical operation of railways, we always need to give a signal,” Stepan calmly confirms. - After I left the station, I must give a warning signal before the traffic light, at every crossing, on curved sections of the road, at the beginning and end of the platform. Everywhere, at all possible risk points where unauthorized passage through railway tracks may occur.

To become a machinist, you need to go through a lot, and most importantly, have a great desire and character. After all, the profession itself is difficult, stressful, and requires a lot of attention and responsibility. There are only four shifts of drivers on the children's road, each with three working days a week. In one day, the driver works two four-hour shifts. It's summer. And in winter the guys have a theory. Stepan Potapov is also savvy in it.

– We have the same code of business ethics, the same form. “Everything that is on the children’s railway is installed according to the rules established by the Russian Railways company,” the young railway worker seriously explains.

Yes, these are not toys for you, this is the path of a professional. By the way, after training, the best graduates of the children's "piece of iron" are given certificates from the head of the Far Eastern Railway, Nikolai Maklygin. This document is very valuable when applying to the University of Transport. And this is a direct path further - to work on an adult railway. After all, after finishing 11th grade, the young driver is going to go to college and continue to grow in his difficult but interesting profession.

– Styopa is a participant in the All-Russian rally of young railway workers. “He went to Irkutsk, where he met with the same future drivers,” senior instructor Lyubov Kirpikova again praises Potapov at parting. - He is my right hand: he helps me with organizing events, organizing excursions, pointing out problems. This is what he has been striving for all these years. The boy loves his profession and dreams of devoting his life to this work.