Question group: 1

Question text:“Which units of the rolling stock should have the payload?”

Answer options:

1. "On freight wagons and SSPS".

Answer options: wrong, critical.

2. "On covered and gondola cars."

Answer options: wrong, critical.

3. "On freight, mail and baggage cars."

Answer options: right.

Bottleneck: PTE Appendix No. 5 p. 7.

"Loading capacity must be marked on freight, mail and baggage wagons"

Question name: "PTE_Pril No. 5_7_V212"

Question group: 1.

Question text:“On which rolling stock units should the design speed be indicated?”

Answer options:

1. "On locomotives and SSPS".

Answer options: wrong, uncritical.

2. "On locomotives."

Answer options: wrong, uncritical.

3. "On locomotives, motor-car rolling stock and SSPS".

Answer options: right.

Bottleneck: PTE Appendix No. 5 p. 7.

Comments on wrong answers:“on locomotives, multiple-unit railway rolling stock and special self-propelled rolling stock, the design speed, series and tail number, name of the place of registration, plates and inscriptions on the examination of tanks, control devices and the boiler must be applied”

Question name: "PTE_Pril No. 5_7_V213"

Question group: 1.

Question text:“On what units of rolling stock is the tare weight indicated?”

Answer options:

1. "for all."

Answer options: wrong, uncritical.

2. "on wagons".

Answer options: wrong, uncritical.

3. "on all, except for locomotives and SSPS".

Answer options: right.

Bottleneck: PTE Appendix No. 5 p. 7.

Comments on wrong answers:“for each unit of railway rolling stock, the tare weight must be indicated”

Question name: "PTE_pril5_9_V214"

Question group:"one"

Question text: What is not included in the list of equipment for locomotives and multiple unit rolling stock?

Picture to the text of the question:

Answer options:

1. "means of train radio communication"

Answer options: wrong, uncritical.

2. "devices speakerphone»

Answer options: right.

3. "speedometers with registration of set indications"

Answer options: wrong, uncritical.

4. "locomotive devices for automatic locomotive signaling"

Answer options: wrong, uncritical.

5. "safety devices"

Answer options: wrong, uncritical.

Bottleneck:“PTE Chapter App.5. point 9"

Commentary on incorrect answers:“the list of equipment for locomotives and multiple unit rolling stock does not include a public address system”

PTE Annex No. 6. Organization of train traffic in railway transport

Question name: "PTE_pril6_1_V215"

Question group:"one"

Question text: "What is the basis for organizing the movement of trains within the same infrastructure?"

Answer options:

1. "Consolidated train schedule"

Answer options: right.

2. "Instruction for the movement of trains"

Answer options: wrong, uncritical.

3. "Instruction for signaling"

Answer options: wrong, uncritical.

Bottleneck:“PTE appendix.6. paragraph 1"

20. Responsible for the technical condition of automatic couplers and proper coupling of wagons in a train is the wagon inspector who performs maintenance of the train before departure.

When hitching wagons to a train at stations where there are no wagon inspectors, as well as during shunting work, the person responsible for the correct coupling of wagons is the employee who directly supervises the actions of all persons participating in the maneuvers,

without specifying which, the locomotive driver, SSPS, performing maneuvers, does not have the right to set the locomotive, special self-propelled rolling stock in motion (hereinafter referred to as the head of maneuvers).

The driver of the locomotive or MTSS used as a locomotive is responsible for the correct coupling of the locomotive or SSRS used as a locomotive, respectively, with the first car of a train or other special rolling stock. Uncoupling a train locomotive from a train and hitching it to the train (including disconnection, connection and suspension of brake hoses, opening and closing of end valves) must be carried out by employees of the locomotive crew.

The uncoupling of the train locomotive from the passenger train equipped with electric heating is carried out by an employee of the locomotive crew, and when the locomotive is serviced by one driver, by the car inspector only after the train electrician disconnects the high-voltage inter-car electrical connectors. Disconnection of electrical heating circuits is carried out with the pantograph lowered.

Performing operations for hitching a train locomotive to the train and uncoupling it from the freight and passenger train when servicing a locomotive by one driver, it is assigned to the wagon inspector, and at stations where wagon inspectors are not provided, and on hauls:

in a passenger train - to the chief (mechanic-foreman) of a passenger train;

in a freight train - for a locomotive driver.

It is not allowed to put into operation and to run on trains rolling stock that has malfunctions that threaten the safety of traffic and operation, as well as put freight cars on trains, the condition of which does not ensure the safety of the transported goods. Locomotives that have reached the end of their service life are not allowed to be issued for trains.

It is not allowed to include in trains passenger cars that have malfunctions of the electro-pneumatic brake, heating systems, electrical equipment, ventilation and other malfunctions that violate travel conditions that are safe for the life and health of passengers, as well as passenger cars with a radio compartment (staff) with a faulty radio communication of the chief (mechanic-foreman ) of a passenger train with a locomotive driver. Passenger cars on TsMV bogies can travel in trains at a speed no more than 120 km/h.

Passenger cars included in passenger trains with electric heating must be equipped with a system automatic control electric heating, and locomotives issued for trains (electric locomotives) - with a power take-off device for high-voltage heating, taking into account the electricity consumption for heating cars.

24. Technical condition locomotives, MVPS and MTRS should be systematically checked during maintenance locomotive crews or JSPS brigades, integrated and specialized brigades at points Maintenance and in the main depots, track machine stations and depots for special rolling stock, independent repair depots equipped with diagnostic tools, as well as periodically monitored by authorized persons, respectively, the owner of the infrastructure, the owner of the non-public tracks, the owner of the rolling stock.

During maintenance checks:

condition and wear of equipment, assemblies and parts and their compliance with the established dimensions;

correct operation of safety devices and radio communication devices, brake equipment and automatic coupler, control, measuring and signaling devices, electrical circuits.

It is not allowed to produce locomotives, MVPS and special self-propelled rolling stock if there is at least one of the following faults:

malfunction of the device for giving a sound signal;

malfunction of pneumatic, electro-pneumatic, electrical, hand brakes or compressor;

failure or failure of at least one traction motor;

malfunction of the drive of movement;

malfunction of the diesel refrigerator fan, traction motor or rectifier unit;

malfunction of automatic locomotive signaling or safety devices;

malfunction of the speedometer and recording device;

malfunction of train and shunting radio communication devices, and on motor-carriage rolling stock - malfunction of communication "passenger-driver";

malfunction of automatic couplers, including breakage of the chain of the disengaging lever or its deformation;

malfunction of the sand supply system;

malfunction of the searchlight, buffer lamp, lighting, control or measuring device;

clamp crack, spring suspension or the root leaf of the spring, a break in the spring leaf;

a crack in the box body;

malfunction of the axlebox or motor-axial bearing;

absence or defect provided by the design safety device against falling parts on the track;

crack or fracture of at least one tooth of the traction gear;

malfunction of the gear housing, causing leakage of lubricant;

malfunction of the safety interlock of the high-voltage chamber;

current collector malfunction;

malfunction of electricity metering devices;

malfunction of fire extinguishing equipment or automatic fire alarm;

malfunction of protection devices against short circuit currents, overload and overvoltage, emergency stop of the diesel engine;

appearance of a knock extraneous noise in diesel;

malfunction of the feeder, safety valve, water-indicating device, leakage of the control plug of the fire box of the steam locomotive boiler;

lack of protective casings for electrical equipment;

malfunction of hydraulic dampers, battery;

malfunction of locking devices or control of closing of entrance doors;

malfunction of locking and safety devices for bringing the working bodies of the SSPS into transport position provided by their design.

25. Locomotives and MVPS, as well as SSPS for year-round operation are examined twice a year by a commission.

26. The locomotive, as well as the safety and train radio communication devices installed on the MVPS, must be periodically inspected at the checkpoint to check the operation and adjustment of these devices.

Control points should be in the main depots, in the depot for special rolling stock, and, if necessary, in the points of technical maintenance and turnover of locomotives, MVPS and SSPS.

Frequency and procedure for inspection of safety devices and train radio communication

is established, respectively, by the owner of the infrastructure, the owner of the non-public tracks, the owner of the rolling stock.

27. Pressure gauges and safety valves installed on locomotives and MVPS, as well as on SSPS, must be sealed, and control plugs on steam locomotive boilers must be stamped. On electric locomotives, MVPS and diesel locomotives, devices and instruments that record the consumption of electricity and fuel must also be sealed.

Electrical protection devices, fire extinguishing equipment, fire alarms and automation on locomotives and MVPS, pressure gauges, safety valves, air tanks on locomotives, MVPS and SSPS and steam boilers on steam locomotives must be tested and surveyed.

28. It is not allowed to leave locomotives, MVPS and SSRS in working order on depot tracks and tracks of organizations without the supervision of an employee who knows the rules for their maintenance and knows how to stop them, and on other station tracks - without a driver or his assistant.

29. Every locomotive operating on solid fuel must have spark arresters or spark arresters in good working order.

Test questions:

1. On which rolling stock units should the carrying capacity be indicated?

2. On which rolling stock units should the design speed be indicated?

3. In what cases is it allowed to put into operation a rolling stock with a crack in the wheel disk?

4. Speeds of movement of the rolling stock in the presence of a slider on the gearbox?

5. Permissible dimensions comb thickness and how it is measured

6. Malfunctions of wheelsets with which operation is prohibited?

7. What braking devices should passenger cars and locomotives be equipped?

8. What should automatic brakes provide?

9. Maximum height of the coupler axle above the level of the rail heads

10. Difference in height between the longitudinal axes of automatic couplers

Question group: 1.

Question text:“On what units of rolling stock is the tare weight indicated?”

Answer options:

1. "for all."

Answer options: wrong, uncritical.

2. "on wagons".

Answer options: wrong, uncritical.

3. "on all, except for locomotives and SSPS".

Answer options: right.

Bottleneck: PTE Appendix No. 5 p. 7.

Question name: "PTE_Pril No. 5_15_V-1"

Question group: 1.

Question text:“What kind of braking devices should passenger cars and locomotives be equipped with?”

Answer options:

1. "Automatic brakes."

Answer options: wrong, critical.

2. "Pneumatic auto brakes."

Answer options: wrong, critical.

3. "Automatic and electro-pneumatic brakes."

Answer options: right.

Bottleneck: PTE Appendix No. 5 p. 15.

Question name: "PTE_Pril No. 5_19_V-1"

Question group: 1.

Question text:“Height of the automatic coupler axle above the level of the rail heads of locomotives, passenger (without passengers) and empty freight cars?”

Answer options:

1. "No more than 1000 mm."

Answer options: wrong, critical.

2. "No more than 1100 mm."

Answer options: wrong, critical.

3. "No more than 1080 mm."

Answer options: right.

Bottleneck: PTE Appendix No. 5 p. 19.

Question name: "PTE_Pril No. 5_19_V-2"

Question group: 1.

Question text:"The height of the axle of the automatic coupler above the level of the rail heads of locomotives and passenger cars with people?"

Answer options:

1. "Not less than 980 mm."

Answer options: right.

2. "Not less than 960 mm."

Answer options: wrong, critical.

3. "Not less than 950 mm."

Answer options: wrong, critical.

Bottleneck: PTE Appendix No. 5 p. 19.

Question name: "PTE_Pril No. 5_19_V-3"

Question group: 1.

Question text:“Height of the automatic coupler axle above the level of the rail heads of loaded freight wagons?”

Answer options:

1. "Not less than 960 mm."

Answer options: wrong, critical.

2. "Not less than 940 mm."

Answer options: wrong, critical.

3. "Not less than 950 mm."

Answer options: right.

Bottleneck: PTE Appendix No. 5 p. 19.

Question name: "PTE_Pril No. 5_19_V-4"

Question group: 1.

Question text:"The height of the automatic coupler axle above the level of the rail heads at the SSRS: in an empty state / in a loaded state?"

Answer options:

1. "Not more than 1100 mm / not less than 960 mm."

Answer options: wrong, critical.

2. "Not more than 1000 mm / not less than 950 mm".

Answer options: wrong, critical.

3. "Not more than 1080 mm / not less than 980 mm."

Answer options: right.

Bottleneck: PTE Appendix No. 5 p. 19.

Question name: "PTE_Pril No. 5_19_V-5"

Question group: 1.

Question text:"The difference in height between the longitudinal axes of automatic couplers in a freight train (no more)?"

Answer options:

1. "110 mm".

Answer options: wrong, critical.

2. "100 mm".

Answer options: right.

Answer options: wrong, critical.

Bottleneck: PTE Appendix No. 5 p. 19.

Question name: "PTE_Pril No. 5_19_V-6"

Question group: 1.

Question text:“Difference in height between the longitudinal axes of the automatic couplers between the locomotive and the first loaded wagon of a freight train (no more)?”

Answer options:

1. "120 mm".

Answer options: wrong, critical.

2. "100 mm".

Answer options: wrong, critical.

3. "110 mm".

Answer options: right.

Bottleneck: PTE Appendix No. 5 p. 19.

Question name: "PTE_Pril No. 5_19_V-7"

Question group: 1.

Question text:“The difference in height between the longitudinal axes of automatic couplers in a passenger train traveling at a speed of up to 120 km / h (no more)?”

Answer options:

1. "100 mm".

Answer options: wrong, critical.

Answer options: right.

Answer options: wrong, critical.

Bottleneck: PTE Appendix No. 5 p. 19.

Question name: "PTE_Pril No. 5_19_V-8"

Question group: 1.

Question text:“The difference in height between the longitudinal axes of automatic couplers in a passenger train moving at a speed of 121 - 140 km / h (no more)?”

Answer options:

Answer options: wrong, critical.

Answer options: wrong, critical.

Answer options: right.

Bottleneck: PTE Appendix No. 5 p. 19.

Question name: "PTE_Pril No. 5_19_V-9"

Question group: 1.

Question text:“Difference in height between the longitudinal axes of the automatic couplers between the locomotive and the first car of a passenger train (no more)?”

Answer options:

1. "100 mm".

Answer options: right.

Answer options: wrong, critical.

Answer options: wrong, critical.

Bottleneck: PTE Appendix No. 5 p. 19.

ROLLING STOCK USE METER

The sixth group is represented indicators for measuring the level of use of rolling stock, which are also called rolling stock performance meters.

Each mode of transport uses its own "rolling stock", which is different from the rolling stock of any other mode of transport. IN Therefore, the quality of its use is determined by a different set of meters. Some meters may be the same for several modes of transport, while others are used only on any one mode. IN At the same time, they all characterize either load

for rolling stock, or the quality of its use over time, or performance of a rolling stock unit. IN as a unit of rolling stock in railway transport, a wagon is accepted, in water modes of transport - a ton of carrying capacity (ton of tonnage), in road transport - ton capacity, passenger seat, car (bus), by air - reduced ton capacity, aircraft(helicopter).

Indicators rolling stock loads are specific values ​​equal to the weight of the cargo per unit of the rolling stock in which this cargo is placed. The load may be static, i.e. determined on the spot at the end of the loading of the rolling stock, and dynamic, when the distance of the rolling stock run (with load or total) is also taken into account. Characteristics and methods for determining load indicators for different types transport outlined on sheets 5.7-5.9.

Railway transport:

p?6 loaded tons

HK P number of wagons

rrab = IC/ nt _ net t-km

• 9 1l/total wagon-km general

r Gr _ 2C/ NT _ t-km net

9 W/ car-km loaded

Automobile transport

Vehicle payload utilization factor:

Tons of cargo

Yu tons of load capacity

Sea transport:

1. Load capacity utilization factor (in sailors' terminology - load factor):

6 lb tons of cargo

m D h net lifting capacity, t

16/,. ton miles

1D H x / m tonnage or laden

IWT (inland water transport):

1) load capacity utilization factor:

6 lb tons of cargo

Q p tons load capacity ’

R _ W t-km

g Yu / tonnage-km loaded

In addition, in sea and river transport - the load by mileage (in the terminology of sailors - the load capacity utilization factor]:

• ?1 SC,
• - hell, x /“ u

TON-MILES

tonnage or general’ t-km

tonnage total

Air Transport

Aircraft payload utilization factor:

! _ 2 ^/) ex _ normalized t-km (actual or planned) to NO/)™* normalized t-km (maximum possible)

Rolling stock operating time meters represent the ratio of the time or distance run by a rolling stock unit with a load or empty to the total time or distance; thus, the share of useful (productive) work of the rolling stock is estimated (see Fig. sheets 5.10 and 5.11).

On rail transport

Wagon empty run coefficient:

L/ hr _ empty wagon-km r N?/ total wagon-km total

By car

Mileage utilization rate:

mileage with load total mileage

Navvt

Travel time factor with load:

tonnage-days loaded tonnage-days in operation

On maritime transport 1) ballast run coefficient:

ship's mileage in ballast, miles. total ship mileage, miles

2) coefficient of running time:

^ _ C x _ running time per trip. х Г r total flight time

By air transport

Average flying hours for 1 aircraft (helicopter):

^ _ 1i/ _ total flying hours

1l list average aircraft fleet

Rolling Stock Unit Productivity Meter is a complex index. To determine it, you need to know the freight turnover, passenger turnover, reduced freight turnover (for air transport), total car-days, car-days, tonnage-days and aircraft-hours, as well as net and gross tonne-kilometers, car-kilometres and locomotive -kilometers by railway transport, average daily mileage and vehicle usage intensity ratio (the latter is defined as the product of three factors: fleet utilization ratio, mileage utilization ratio and vehicle load utilization ratio) - see sheets 5.12-5.14,

Railway transport

Wagon-day productivity of the working fleet of freight cars:

ton-km net

1l^ 6 working wagon-day (freight)"

The productivity of the locomotive-days of the operating fleet of locomotives freight trains

Yu/ th "tonne-km gross

Sh? ra6 locomotive-days working

The productivity of wagon-days of the working fleet of passenger cars:

I P1 passenger-km

working wagon-day (passenger)

Automobile transport

Vehicle performance over a period of time From:

u/ = o x / x t x t-km in time C,

where p n is the rated carrying capacity of the vehicle, t;

/ - average daily car mileage, km:

I_ avtokm per time b ss car days per time? '

T - vehicle usage rate,

t = a x r a x y a,

where a is the fleet utilization rate, i.e.

autodays on line

but= -^- :

autodays general

p a - mileage utilization coefficient,

y i is the coefficient of utilization of the vehicle's load capacity, i.e.

tons of cargo

Yu tons of load capacity

Sea transport

R M _ W _ ton-miles

shaft Yu Ch G E gross tonnage per day

Gross productivity of 1 ton of tonnage:

pp _ ^1 _ ton-km

Shaft YuG E gross tonnage per day

Air Transport Aircraft (helicopter) performance:

II_ NC, _ normalized t-km EU/ H flying hours

Questions for mastering the material of the fifth chapter

• 1. Describe the structure of indicators for measuring transport performance.
• 2. What indicators measure transportation and handling

3. What indicators are used to characterize the material and technical

base and operational work of transport?

4. List the indicators characterizing the level of economic efficiency

performance and financial result of transport operation.

5. What economic indicators characterize the work of courts for foreign trade?

new transportation?

6. What is the name of the meters of the use of rolling stock of transport,

characterizing: load per unit of rolling stock; use of rolling stock by time; productivity of a rolling stock unit?

FEDERAL AGENCY
FOR TECHNICAL REGULATION AND METROLOGY

Foreword

Goals and principles of standardization in Russian Federation established by the Federal Law of December 27, 2002 No. 184-FZ "On Technical Regulation", and the rules for the application of national standards of the Russian Federation - GOST R 1.0-2004 "Standardization in the Russian Federation. Basic Provisions»

About the standard

1 PREPARED by the Open Joint Stock Company "Scientific Research and Design and Technological Institute of Rolling Stock" (OJSC "VNIKTI")

2 INTRODUCED by the Technical Committee for Standardization TC 236 "Diesel Locomotives and Track Machines"

3 APPROVED AND INTRODUCED BY Order No. 457-st of December 18, 2008 of the Federal Agency for Technical Regulation and Metrology

4 This standard is modified in relation to the European standard EN 12663:2000 “Rail transport. Requirements for the strength of bodies of railway rolling stock (EN 12663:2000 “Railway applications - Structural requirements of railway vehicle bodies”) by introducing technical deviations, the explanation of which is given in the introduction to this standard.

The name of this standard has been changed relative to the specified European standard to bring it into line with GOST R 1.5-2004 (clause 3.5)

A comparison of the structure of this standard with that of this European Standard is given in the appendix.

5 INTRODUCED FOR THE FIRST TIME

Information about changes to this standard is published in the annually published information index "National Standards", and the text of changes and amendments - in the monthly published information indexes "National Standards". In case of revision (replacement) or cancellation of this standard, a corresponding notice will be published in the monthly published information index "National Standards". Relevant information, notification and texts are also posted in the public information system - on the official website of the Federal Agency for Technical Regulation and Metrology on the Internet

Introduction

This standard has the following main differences from the European standard EN 12663:2000:

The scope of the standard has been specified;

A classification of rolling stock has been introduced that more fully corresponds to the types of rolling stock operated on the network of Russian railways, namely: passenger cars and locomotives are assigned to different categories, locomotives, in turn, are divided into categories, categories are introduced for special rolling stock (SPS), etc.;

Since the Russian Federation has detailed regulatory documents for assessing the strength of various categories of rolling stock, this standard provides only the basic requirements for loads and provides links to the relevant regulatory documents;

In addition, some words have been changed and phrases have been added that more accurately reveal the meaning of some provisions of this standard. These changes are highlighted in italics in the text.

The standard does not establish any specific calculation methods so as not to limit the developer and the customer in the application of modern calculation methods and experiments.

The standard defines the minimum requirements for the strength of the main frames and bodies, ensuring the reliable and safe operation of the railway vehicle during the entire service life.

GOST R 53076-2008

(EN 12663:2000)

NATIONAL STANDARD OF THE RUSSIAN FEDERATION

Introduction date - 2009-07-01

1 area of ​​use

This standard establishes general requirements for the assessment of strength during the development and putting into production of the supporting structures of the underframes of the 1520 mm gauge railway rolling stock, namely: the main frames and bodies.

2 Terms and definitions

In this standard, the following terms are used with their respective definitions.

2.1 main frame, body: The set of nodes that are placed on bogies or wheelsets, bearing the main loads operating per unit of rolling stock in operation.

Notes

1 The body is taken into account in the assessment of strength if it is included in the system for absorbing external loads.

2 The main frame or body also includes units attached to them that directly ensure their strength and rigidity. Installed mechanical or other equipment is not considered an integral part of the main frame or body, unlike the elements to which they are attached.

2.2 customer: An organization that is responsible for defining the technical requirements for rolling stock taking into account the conditions necessary for its acceptance and operation in the expected operating modes.

2.3 developer: The organization responsible for the development rolling stock, meeting the requirements of the customer.

2.4 weight main frame or bodies in a state of readiness for operation T 1 : Weight main frame or bodies, the mass of the equipment mounted in them, the full working supply of water, sand, fuel, food, etc., as well as the total mass of the attendants.

2.5 maximum transported mass t 2 : Mass determined depending on the type rolling stock units.

Notes

1 For passenger cars, it depends on the number of places for passengers to sit or lie down and the number of passengers per floor area unit in the areas for standing passengers. These values ​​are set by the customer in accordance with current regulations. and rules.

2 Maximum transported mass for freight wagons, it is determined by the customer, based on the purpose of the wagons, taking into account the current norms and rules.

2.6 coordinate system: Right coordinate system used in calculations(see figure).

Figure 1 - Coordinate system rolling stock units

3 General requirements

- norms for calculation and design of wagons;

- norms of strength of the undercarriage of locomotives;

- strength standards for the undercarriage of a motor-car rolling stock;

- norms of strength of metal structures of track machines.

3.2 When designing the main frames and bodies, they must be designed for strength and rigidity in such a way that the following requirements are met within the limits of normalized loads:

- in the structural elements should not occur destruction during the entire service life;

- the frequencies of natural oscillations of the elements should not coincide with the main frequencies of oscillations of the entire crew on spring suspension or approach them;

- in the structural elements, residual deformations should not occur during the entire service life.

In calculations, the right coordinate system is used (see figure).

4 Classification of rolling stock

Rolling stock is classified into the following categories:

- locomotives:

main cargo (L-1),

main passenger (L-2),

shunting and export (L-3),

industrial (L-4);

- wagons:

freight wagons:

wagons subjected to descent from marshalling yards (B-1),

wagons that are not subject to descent from marshalling yards (B-2),

passenger cars (B-3);

- motor-car rolling stock:

electric trains (M-1),

diesel trains (M-2),

railcars (M-3);

- special rolling stock:

ATP transported as part of freight trains without restriction (С-1);

Self-propelled SPS, transported by a separate locomotive, as part of short utility trains or at the tail of freight trains that do not have a pusher locomotive(S-2).

Notes

1 A short utility train is considered to be a train with a mass not exceeding 1000 tons and a length of up to 400 m.

2 In the case when a rolling stock unit is not included in any of the categories listed in this section, the criteria for its calculation are established by the customer based on the requirements set forth in this standard.

5 Rules for taking into account the main loads in the design

5.1 General design requirements

5.1.1 Nominal static and dynamic loads for certain categories of rolling stock are minimal. At the request of the customer, the load can be increased. In some cases, the loads can be reduced by agreement between the developer and the customer, if there is an appropriate justification.

Except for the loading cases given in- , the designer must ensure the safe perception of loads caused by the operation of mechanisms and equipment installed on the main frame or in the body.

5.2.1 The nominal values ​​of the longitudinal forces applied along the axes of automatic couplers for different categories of locomotives, multiple unit rolling stock and wagons are given in the table.

Table 1

Force in meganewtons

	The value of the indicator for
	locomotive							wagon
	L-1	L-2	L-3	L-4	M-1	M-2	M-3	IN 1	IN 2	IN 3
Longitudinal force	±2.5	±2.0	±2.5	±2.0	-2,0 (-2,5)	-1,5 (-2,0)	-1,5 (-2,0)*	+ 2,5 -3,5	+ 2,0 -3,0	+ 2,0 -2,5
* For two-axle railcars -1.0 (-1.5). Notes - compression. 2 In parentheses are the values ​​for the cantilever part of the head cars.

The values ​​of forces for SPS are given in the table.

5.2.2 The rolling stock intended for operation on international lines (with access to the 1435 mm gauge) is additionally calculated on the forces of interaction with the rolling stock equipped with buffers. Load values ​​are taken in accordance with the Norms for the calculation and design of wagons.

Table 2

Force in meganewtons

	The value of the indicator for the SPS category
	C-1		S-2 mass
		Blow, jerk	up to 30 t	from 30 to 70 tons	from 70 to 100 tons
Longitudinal force	+ 2,0 -2,5	+ 2,5 -3,5 (-3,0)*	±2 -10- 3 dt	±1.0	+ 1,0 -1,5
* SPS equipped with class 12 and 13 draft gear. Notes 1 Sign "+" corresponds to stretching, "-" - compression. 2 t- mass of a unit of ATP, t. 3g- free fall acceleration, m/s 2 .

In order to ensure passive safety of the locomotive crew in the event of an emergency collision of the locomotive with an obstacle in the driver's cab, they must be calculated on the perception of longitudinal compression forces applied to the window sill of the driver's cab. The values ​​of the longitudinal forces are given in the table.

Table 3

Force in meganewtons

	The value of the indicator for
	locomotive		motor-car rolling stock
	L-1, L-2, L-3	L-4
Longitudinal force	0,3	-	0,3
Note- Except for bonnet-type rolling stock or with a driver's cab located in the middle of the main frame or body.

Vertical static loads are determined in accordance with the category of rolling stock. They include:

- dead weight of the main frame or body;

- the mass of the installed equipment and the total supply of fuel, lubricants, sand and other operating materials, as well as the mass of the maintenance personnel;

- the maximum weight of cargo or passengers carried. Approximate weight for passengers in train cars:

Long-distance - 100 kg per passenger, including his luggage;

Suburban traffic - 70 kg per passenger.

Approximate number of passengers in areas intended for standing passengers in train cars:

Long-distance - 2 - 4 passengers per 1 m 2 floor area;

- suburban communication - 5, 6 passengers per 1 m 2 floor area.

5.5 Extreme loads

Extreme loads occur when rolling out a wheel pair (for bogieless vehicles), raising the main frame or body on jacks, emergency lifting of the main frame or body with bogies by the front beam or automatic coupler, lifting a rolling stock unit by crane during loading.

The combination of static loads is taken in accordance with the table.

Table 4

Force in meganewtons

	Locomotives and SPS	Wagons and multiple unit rolling stock
	According to 5.2 and 10 -3 g × m 1	Dynamic and quasi-static loads arising from the movement of a rolling stock unit include: - vertical dynamic loads arising from the movement of a rolling stock unit along a railway track of different or good condition at design speed; - horizontal dynamic and quasi-static loads that occur when driving in straight and curved sections of the track; - longitudinal loads arising from the longitudinal dynamics of the train, traction and braking forces, including in trains of increased mass and length. For ATP, additionally take into account the loads transmitted to the main frame or body from the side of the working bodies during the performance of work operations. 6 Material requirements 6.1 Static strength The strength characteristics of materials must comply with the minimum values ​​of the yield strength and strength specified in the relevant regulatory documents. In the absence of such data, it is necessary to conduct tests to determine them. 6.2 Fatigue strength The fatigue limits for steels should generally be determined from 5-10 6 to 10-10 6 cycles. For durability calculations, it is necessary to have data not only on the endurance limit, but also on the slope of the left side of the fatigue curve. In the absence of such data, it is necessary to conduct tests to determine them. 7 Rules for strength testing 7.1 General requirements 7.1.1 Strength tests are carried out to verify that the strength of the main frame or body meets the requirements of this standard and the regulations listed in . 7.1.2 Tests or part of them can be omitted if there are relevant data obtained from tests of similar structures and adjusted by calculation in relation to the parameters of the structure being evaluated. 7.1.3 The scope of the tests to be carried out must be agreed between the customer and the developer. 7.2 Static tests 7.2.1 Longitudinal load tests are carried out in accordance with,. Such tests are carried out on test benches. 7.2.2 Vertical load tests - in According to . Loading with the mass of the installed equipment for locomotives and SPS should be carried out using measured weights on a free main frame or body before the assembly of the rolling stock unit. 7.3 Dynamic tests 7.3.1 Fatigue tests individual nodes main frame or body hold if necessary. Such tests are carried out on test benches. 7.3.2 Running dynamic tests are carried out during the movement of a rolling stock unit in operational conditions on a special range or along a representative section of the track. 7.3.3 For ATP, additional strength tests are carried out in operating mode. 7.4 Impact tests To assess the strength of the main frame or body under the impact loads specified in the regulations listed in, by agreement between the customer and the developer, it is allowed to carry out impact tests. Annex A (reference) Comparison of the structure of this standard with the structure applied in it European standard EN 12663:2000 Table A.1 Structure of the European standard EN 12663:2000 Structure of this standard Chapter Subsection Paragraph Subparagraph Chapter Subsection Paragraph Subparagraph