DD235786A3 - CIRCUIT ARRANGEMENT FOR MONITORING ROUTE DEVICES OF POINT SOUND COAL INFLUENCE ON THE AUTOMATIC TRIP BLOCK - Google Patents

Abstract

It was created a uniform circuit for the monitoring of the free position and the stop position of the distance stop the mechanical driving lock or / and the control relay of the inductive punktfoermigen train control. The suit check of a travel relay in the circuit of a stop relay was carried out. In the application of the mechanical driving lock can thus account for the previously necessary suit test of the travel position relay in the driving light circuit of the block signal and so the train sequence be increased. In the application for the inductive punktfoermige train control lead all disturbances of the track facilities to Haltstellung the back of the block signal and to the effective circuit of the associated track facilities. Thus, a train can approach only a permissive block signal with disturbed track facilities. Fig. 1

Description

monitored, in which Ü1, ü 2 switching functions of the monitored track facilities represent and the variable η is effective at power return.

2. Circuit arrangement according to item!, Characterized in that the switching functions for monitoring the distance stop the mechanical driving lock

(3a) Ü1 = fr, (3b) ü2 = fiä

are provided.

3. Circuit arrangement according to item!, Characterized in that for the monitoring of a control relay (P) of the inductive point-shaped train control the switching functions

(4a) Ü1 = p, (4b) ü2 = px

are provided.

4. Circuit arrangement according to item!, Characterized in that for the monitoring of the distance stop the mechanical driving lock and a control relay (P) of the inductive point-shaped train control the switching functions

(5a) ü 1 = fr + p, (5b) Ü2 = fiä ρ are provided

 For this 2 pages drawings

Field of application of the invention

The invention relates to a circuit arrangement for monitoring track facilities of the punctiform train control in the automatic route block.

Characteristic of the known solutions

In light rail vehicles, a point-shaped train control has been used for many years, in which a section stop of a mechanical driving lock with a stop position enters the train profile and actuates a lever of a passing train on its sliding track. The lever opens a valve and rapid braking occurs. The distance stop is controlled by a motor so that it enters the holding position when driving the main signal in the freehub and the Haltbegriff.

Author collective: railway safety technology,

VEB publishing house for transportation, Berlin 1974, Page 430-434

The distance stop of the mechanical driving lock is monitored by a relay in both end positions, free position and holding position. The fallen off freestanding relay and the tightened holding relay are a prerequisite for the driving position of the backward block signal. The fallen stop relay and the attached freestanding relay are prerequisites for the driving position of the own block signal.

This solution has the disadvantage that the block signal only goes into running position when the distance stop of the mechanical driving lock has reached the free position. Due to the switching time, which the distance stop required to get from the stop to the free position, the train follow time on the track is reduced.

In the case of long-distance trajectories, an inductive point-shaped train control is in use, whose trackside devices consist of resonant circuits. They are activated or deactivated by contacts of control relays. The ineffective circuit is done by shorting the resonant circuits.

When driving over an effective resonant circuit, a pulse relay located in an AC circuit is brought to waste on the traction unit and an emergency braking initiated. The control relays of the link facilities are monitored for waste in the main red circuit of the block signal. In case of failure, a replacement red circuit is then turned on.

Author collective: railway safety technology,

VEB publishing house for transportation, Berlin 1974, page 428 ... 430,439,440

By switching on the replacement red circuit, the failure of the non-dropping of the control relay is indeed noticed, but the effective protection for the train to automatically initiate a forced braking is canceled, because the disturbance is not noticeable on the locomotive.

When not wearing the control relay, z. As in the case of line breakage, emergency braking is initiated without any fault on the part of the train driver despite the driving condition being activated on the block signal on the train.

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üel the invention

üel of the invention is the provision of a circuit arrangement for monitoring track facilities of the point-shaped train control in the automatic route block, which makes it possible to increase the track capability without 'safety reduced.

Presentation of the essence of the invention

) It is the object of the invention to provide a uniform circuit for monitoring the free position and the holding position of the itreckenanschlages the mechanical driving lock or / and the control relay inductive punctiform train control u, the les through the examination of the free location of the distance stop the mechanical driving lock in the driving light circuit Blocksignals caused longer Zugfolgezeit avoids and heralds the erroneous work of the control relay of the inductive point-shaped train control on the traction unit, in the present invention, the object is achieved in that the free position and the holding position corresponding to the switching functions

(1) F = Ü1 + hf (2) H = ü2 (h + f + n)

be monitored. The switching functions Ü1, ü2 represent the track facilities to be monitored. The variable η becomes active in the grid. The following applies for the monitoring of the route stop of the mechanical driving lock:

(3a) Ü1 = fr, (3b) ü2 = ha.

^: for monitoring a control relay of inductive point-shaped train control: * (4a) ü1 = p, (4b) ü2 = px.

^; For the monitoring of the track stop of the mechanical driving lock and a control relay of the inductive point-shaped train control, the following applies:

(5a) Ü1 = fr + p, (5b) ü2 = fi ap.

) urch the circuit arrangement according to the invention, the suit test for the travel position relay F in the circuit of ialtlagenrelais H. This can be omitted when using the mechanical locking the previous suit test of ^: ahrtlagenrelais F in driving light circuit of the block signal, so that the concept of driving may appear earlier than before, kls further advantage results that malfunction of the control relay of the inductive point-shaped train control always lead to ialtstellung the backward main signal and the effective circuit of the associated track facilities. ) adurch a later train can approach only permissive a block signal with disturbed track facilities.

lusführungsbeispiel

) The invention will be explained below with reference to an embodiment. In the, n_membered drawings show:

^: ig.1: Circuit arrangement according to the invention;

^: ig.2a: monitoring circuit of the mechanical stop limit stop; ^: ig.2b: Monitoring circuit for the control relays of inductive point-shaped train control; ^: ig.2c: monitoring circuits of the mechanical and inductive point train control systems;

^: ig.3a ^: Relay diagram for the mechanical driving lock;

^: ig.3b ^: Relay diagram for a control relay of inductive point-shaped train control; ^: ig.4a: Action diagram for causes of disturbances that affect the own block signal; ig.4b: Action diagram for causes of interference that affect the main signal that has fallen behind.

η Fig. 1 is a circuit arrangement is shown, which is applicable for the monitoring of the free position and the holding position of the distance stop ier mechanical driving lock and / or the control relay of the inductive point-shaped train control. : s are provided a Freilagenrelais F and a Haltlagenrelais H, according to the switching functions

(1) F = 11 + Rf (2) H = 22 (h + f + n)

are linked.

Switching functions, which represent the track devices to be monitored, which are illustrated in FIGS. 2a, 1b, 2c, are designated.

In the case of monitoring the distance stop of the mechanical driving lock, the switching functions Ü1, Ü2 are realized by:

(3a) Ü1 = fr, (3b) ü2 = fiä.

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In the case of monitoring a control relay of the inductive point-shaped train control the switching functions ü 1, Ü2 be realized by

(4a) Ü1 = p, (4b) ü2 = px.

In the case of monitoring the distance stop the mechanical driving lock and a control relay of the inductive point-shaped train control the switching functions ü 1, Ü2 be realized by

(5a) ü 1 = fr + p, (5b) Ü2 = Rä p.

In Fig. 1, a network relay N is further shown, which briefly attracts when power returns.

The closed block circuit b is a prerequisite for the reclosing of a driving concept of the rearward block signal B1 corresponding to FIGS. 4a, 4b and the closed toe lighting circuit s is a prerequisite for switching on a driving concept on the own block signal B2 corresponding to FIGS. 4a, 4b. The mode of operation of the circuit arrangement according to FIG. 1 will now be explained first with application of the mechanical driving lock on the basis of the relay diagram according to FIG. It is assumed that the driving position of the block signal B2 (see also Fig.4a, 4b). In this state, the Freilagenkontakt fr is closed and the holding position contact ha opened. The travel relay F is energized. When the block section B2 belonging to the block section is occupied by the train, the section stop runs from the free position to the stop position. In this case, the free-standing contact is first opened fr and closed later according to the switching speed of the mechanical driving lock the holding contact ha. In this case, the holding relay H pulls on the still closed contact f and then remains attracted over its own contact h. In this way, the driving position relay F is checked for suit. The stop relay H then switches off the travel position relay F. In block circuit b, the travel position relay F is monitored for waste by a normally closed contact f, and the holding position relay H is monitored for a suit by a closer h. In the fault-free state, the prerequisites for the reclosing of a driving concept on the previous block signal B1 are thus given. As soon as the train has evacuated the block section belonging to the block signal B 2, the route stop of the mechanical driving lock is again controlled to the free position. First, the holding relay H drops and closes the signal driving current s on its own block signal B2. This monitors the stop relay for waste. Thus, the block signal B 2 can already go into the driving position, even before the distance stop of the mechanical driving lock has reached the free position. This is an increase in the passability of the route. If, in the event of a fault, the travel position relay F does not come to suit, then, after passing a train on the block signal B2, the holding position relay H can no longer be tightened.

Thus, the block circuit b is no longer closed and the past block signal B1 remains in the stop position. The operation of the circuit arrangement of FIG. 1 will now be explained with reference to the relay diagram of FIG. 3 b when using the control relay of the inductive point-shaped train control. It is also assumed that the driving position of the block signal B2. In this state, the control relay P, not shown, and the travel position relay F are attracted. When the block section B2 belonging to the block section is occupied, the control relay P is brought to waste due to the drop of a signal monitoring relay, not shown. In addition, an unillustrated HilfsrelaisX falls off. In this case, the holding relay pulls on the still closed contact fan and then holds on its own contact h on. The stop relay H switches the travel position relay Fab. Thus, the block circuit b is closed and the reclosing of a driving concept on the backward block signal B1 is possible. As soon as the train has cleared the block section belonging to the block signal B2, the auxiliary relay X, which interrupts the holding circuit for the holding relay H, picks up. This is necessary so that the cruise light circuit s is closed again and a signal monitoring relay for a driving concept can bring a control relay P to suit. Afterwards, the travel relay fan pulls. When several control relays P1 ... P ₁ are used, the switching functions Ü1, Ü2 are realized

(6a) ü1 = p1 + p2 + ... + Pi (6b) ü2 = (p1p2 ... p ^ x.

The operation of the circuit arrangement of FIG. 1 when using the mechanical driving lock and when using a control relay inductive punctual train control differs from the two described applications in that the switching function Ü1 = 1, as soon as either the free-contact fr or the contact ρ of the associated Control relay P has tightened, and that the switching function ü 2 = 1, when both the control relay P has dropped and the distance stop of the driving lock has come into the holding position. For the switching function ü 2, a special auxiliary relay X is not required because in this application, the holding contact ha of the mechanical driving lock takes over the shutdown.

In case of power failure, the distance stop of the mechanical drive lock comes automatically in the stop position, the control relay Pfür the inductive punctiform train control drops. Thus, the Haltlagenrelais H can come to power after power failure, pulls on power return, the network relay N and closes with his contact η the circuit for the Haltlagenrelais H. Since in stations with a power failure due to the existing there uninterruptible power supply must not be expected, can there network relay N omitted.

In the following statements, the disturbance behavior of the circuit arrangement according to FIG. 1 and the monitoring circuits according to FIG. 2 a, 2 b, 2 c will now be explained. Eight causes of disturbance are indicated which are summarized in the action diagrams according to FIGS. 4a, 4b.

Fault cause effect

St 1: the driving lock remains in a stop position

St 2: the driving lock remains in free position

St 3: Outdoor Relay Does not fall off

St 4: Stop relay H does not drop

St5: Relay relay does not pull

St6: Halting relay H does not pull

η 4a, the causes of disturbance St 1, St4 are shown, which affect the own block signal B2 and its

lead ileibender stop position.

η Fig.4b the causes of disturbance St2, St3, St 5 ... St8 are shown, which affect the backward block signal B1 and u lead to its permanent stop position.

The circuit arrangement according to the invention can also be used for station signals. Because z. For example, for exit signals, a block circuit b is present, its contact combination can be checked in a trip circuit of the associated route. It is also possible to realize the specified switching functions by electronic means. there

) the subject of the invention is obtained.

Claims (2)

(1) F = Ü1 + nf 1. Circuit arrangement for monitoring track facilities of the punctiform train control in the automatic block route, characterized in that the free position and the holding position corresponding to the switching functions -1- ΎάΙ ά \ Invention claim: (2) H = Ü2 (h + f + n)