RU141628U1 - TEMPORARY BLOCK-POST MODULE FOR CODE AUTO-LOCK SITES - Google Patents

Abstract

1. The module of a temporary checkpoint for sections with a code auto-blocking, containing four traffic lights made in the form of output traffic lights combined with input ones installed in the alignment with insulating joints, also warning signal points with signs installed on them, turnouts from two to four, arrow sections equipped with rail circuits of tone frequency in accordance with the normals and coding in all routes at traffic lights, typical circuit solutions for installing and opening routes, circuit p to turn on the lights of traffic lights, circuits of additional signal relays and traffic control circuits of traffic lights, control circuits for arrows, power supply circuits from a power plant, control circuits for blown fuses, circuits for changing direction of movement for adjoining hauls, schemes for linking with auto-blocking, schemes for adjusting the operation of a temporary checkpoint, moreover, the equipment in the module is mounted on racks, characterized in that the turnouts are made with a cross mark 1/18 and the control circuit of the arrows is made as applied turnouts with the brand of crosses 1/18, having a solid cross, with a green signal light at the traffic lights, also contains schemes of multi-valued automatic locomotive signaling of sections approaching traffic lights, in addition, the setup scheme for the operation of the temporary checkpoint contains interconnected groups of three relays, tuning relays for connecting to the approach, and additionally installed temples on the switching panel, designed to connect the corresponding change circuit

Description

The utility model relates to railway automation and telemechanics, and in particular, to devices used for sections with code auto-blocking for electric traction of direct and alternating current during the overhaul of one of the tracks on a stretch and is designed to accommodate signaling, centralization, blocking technological equipment, communications and radio.

The “Self-locking device” is known (USSR author's certificate for the invention No. 673508, B61L 23/16, priority 01/10/1977, published July 15, 1979), which contains rail circuits (RC), at each signal point a receiver is installed that is connected through the track input via track transformer to the input end of the rail circuit, and the output to the track relay. A series-connected signal generator of the frequency locomotive signaling signal and a carrier frequency generator of a numerical code are connected to the output end of the RC through a track transformer. The output of the carrier frequency generator of the numerical code is connected to the local input of the receiver. A simplification and increase in the reliability of the automatic locking function is achieved by eliminating the lack of information capacity for transmitting signal readings to the locomotive about the state of the block sections located in front. In addition, the elimination of complexity determined by the method of generating signal frequencies is achieved.

However, the device is not sufficiently functional for the overhaul of the tracks due to the separation of the haul by temporary checkpoints.

Also known is code auto-blocking with rail circuits of alternating current (Kazakov A.A., Bubnov V.D., Kazakov E.A. “Interval control systems for train traffic” - M .: Transport, 1986, 77-89 pp.). It consists of a code block containing an AC rail circuit, which includes a power source, a contact of a transmitter relay, a limiting resistance, a supply transformer and a pulse-track relay, a decoder, to the input of which a power supply pole is connected through the contacts of the pulse-track relay , and a signal relay is connected to the output, it also contains a coding scheme and a traffic light control circuit.

The disadvantage of this auto-lock is the low reliability of the rail chain, as well as insufficient functionality to perform overhaul of tracks with a long closure of one of the tracks.

Also known is the “Auto-lock device with tonal rail and centralized placement of equipment” (RF patent for invention No. 2387562, B61L 23/16, priority 05/13/2009, published 04/27/2010), which relates to signaling, centralization and blocking devices in railway transport and It can be used in systems of interval regulation of train traffic, it contains traveling through traffic lights enclosing block sections and installed at the boundaries of block sections. The device also contains rail chains of the protective sections of the track-passing traffic lights, rail chains of block sections, a rail chain monitoring unit. The control unit includes generators connected to the beginning of the rail chains, and receivers connected to the ends of the rail chains. The device also contains blocks for transmitting numerical code signals to the locomotive, coding switching blocks, and the starting input of each coding switching block is connected to the corresponding output of the code sending permission of the rail circuit control block, the configuration input of which is connected to the controller output connected via the communication channel to the control center .

The use of this invention in automatic locking systems with a centralized location of equipment can simplify the device, increase reliability and reduce overall dimensions. However, the device does not have the ability to use during the overhaul of the track without additional refinement.

It is also known (RF patent for the invention No. 2287447, B61L 23/16, priority November 10, 2004, published November 20, 2006) "Self-locking device with tone rail circuits and centralized equipment placement", which is equipped with additional signal signs installed at the traffic lights, block generating control signals by a code signal generating unit of an additional signal sign and a code signal generating unit by an additional signal sign. The inputs of the control signal generation unit are connected to the outputs of the rail circuit control unit: open block section, guarded by a traffic light, free block section, guarded by a traffic light, open block section, guarded next in the direction of traffic light, free block section, guarded next in the direction traffic lights, occupation of the protective section of the traffic light next to the traffic, occupancy of the protective section of the second traffic light in the direction of travel. The inputs of the block for switching the code signal shaper of the additional signal sign are connected to the output of the block for generating control signals and the outputs of the block for monitoring rail circuits: closedness of the block section enclosed by the traffic light and occupancy of the protective section of the traffic light. A technical positive result of the invention is to increase the throughput capacity of railway sections when using modern control systems and to ensure safety on traction rolling stock and to maintain the effect of auto-blocking with protective sections in cases where the rolling stock does not have control systems providing an unconditional stop of the train before the inhibit signal.

However, the result was achieved by significantly increasing the complexity of the automatic locking equipment, which increases the size and cost and reduces the reliability of the train traffic control system as a whole. In addition, the device does not have sufficient functionality for the implementation of the overhaul of the tracks due to the separation of the stretch of temporary checkpoints.

Also known is the development of the Giprotransssignalsvyaz Institute, namely, “Auto-lock with tone rail circuits and centralized equipment placement” / “Typical materials for design”. 410003-TMP. ABTC-2000. Album 3. MPS GTSS, 2000, p.21, 24, 27, 29, 39, 41 /, a device containing track-passing traffic lights that enclose block sections and installed at the borders of block sections, rail chains of protective sections of track-passing traffic lights, rail circuits of block sections, a rail circuit monitoring unit, including generators connected to the beginning of the rail circuits, and receivers connected to the ends of the rail circuits, a block of transmission of numerical code signals to the locomotive connected to the first input of the matching unit, the output of which is connected to the beginning of the rails of the protective traffic section of the traffic light, a signal reading unit, the output of which is connected to the traffic light and an encoding enable unit, the input of which is connected to the start output of the rail circuit control unit, and the output is connected to the input of the transmission unit to the locomotive of numerical code signals. The device provides closure of the block section, guarded by a passing traffic light when the train is being followed, and opens it with checking the execution of the sequence of releasing the rail chains and subject to the closure of the next block section in the direction of the train.

However, the device has insufficient capacity of the railway section, which is due to the fact that when the train is on the rail circuit of the protective section, the prohibitory indication is turned on not only at the traffic light that encloses the block section occupied by the train, but also at the previous traffic light. The code signals of the automatic locomotive signaling are not sent from the traffic light protecting the train section occupied by the train to the rail circuit of the previous (free) block section. Thus, the minimum spatial interval between the following trains along the way can be equal to the sum of the length of two block sections and the length of the protective section. The disadvantage is the lack of the possibility of application when performing major repairs with long-term closure of one of the tracks.

The closest in technical essence and the achieved effect to the claimed utility model is also the development of the Giprotransssignalsvyaz institute, namely, “Temporary checkpoint for sections with automatic locking type ABTC-2000” (“Technical Solutions” 410404-TR, Russian Railways OJSC) // Central School of Russian Railways approved No. TsSChTech - 144/74 of 08/10/2005 // Album 1. GTSS, 2004, p. 4-45), selected as a prototype, which solves the problem of operational regulation of train movement on double-track sections equipped auto-lock with centralized placement of equipment and tone nymi ABTTS RC-2000. The temporary checkpoint module is designed to accommodate technological equipment for signaling, communication and radio devices on duty at the checkpoint during the overhaul of one of the double-track ferry tracks. It contains traffic lights installed on the ordinates of insulating joints, rail circuits, rail circuits of proximity sections equipped with choke transformers and the following circuit diagrams: installation and opening of routes, automatic driving of additional signal relays for turning on the lights of traffic lights, control of switches, power supply and control of blown fuses, change of direction for traffic lights A and HELL, direction changes for traffic lights B and BD, linkages with auto-lock on approaches A and HELL, links with auto-lock on approaches and DB setup work of the interim checkpoint, coding, and track circuits, multivalued automatic locomotive alarm ALS - EN. The module has racks for equipment placement. The checkpoint is tied to existing auto-blocking alarm points through relay cabinets.

However, there is some functional insufficiency of this device due to the lack of the possibility of using certain turnouts at temporary checkpoints, for example, with a cross mark of 1/18 and, as a result, the possibility of increasing the speed of trains at a temporary checkpoint. In addition, the configuration schemes for deploying the module are not optimized enough, and as a result, the increase in time for operations to deploy the module at the place of deployment. It is known that the quality and time of the overhaul of tracks is directly related to the safety of train traffic.

The task to which the claimed utility model is directed is to increase the safety of train traffic by increasing the productivity and quality of overhaul of tracks.

The technical result consists in expanding the functionality of the device due to the use of turnouts with various brands of crosspieces at temporary checkpoints, as well as in optimizing the process of module deployment and its operation. In this case, an increase in the throughput capacity of the section during major repairs of the track, which is closed to traffic, is achieved by increasing the speed of trains at the temporary checkpoint, minimizing the deployment time of the temporary checkpoint module at the place of deployment, and optimizing the internal construction of the module.

The technical result is achieved by the fact that in the module of the temporary checkpoint for sections with coded auto-lock, containing four traffic lights made in the form of output traffic lights combined with input ones installed in the alignment with insulating joints, there are also warning signal points with signs installed on them, turnouts from two to four, turnout sections equipped with tone-frequency rail circuits in accordance with the normals and coding in all routes at traffic lights, typical circuit solutions I install and disconnect routes, traffic light switch relay circuits, additional signal relay circuits and traffic light control circuits, arrow control circuits, power supply circuits from the power plant, fuse blown circuit control circuits, change of direction of movement circuit for adjacent hauls, interlock circuit with auto-lock, circuit settings for the operation of the temporary checkpoint, and the equipment in the module is mounted on cabinets - turnouts are made with the cross mark 1/18 and the control circuit for arrows completed with respect to turnouts with the brand of crosses 1/18 having a solid cross, a green signal strip at the traffic light is installed, it also contains schemes of multi-valued automatic locomotive signaling of sections approaching traffic lights, in addition, the configuration scheme for the operation of the temporary checkpoint contains interconnected groups of three relays, tuning relays for connecting to the approach and additionally installed on the switching panel arches designed to connect uyuschey circuit changing direction on the way, and circuits equipment cabinets mounted on the universal relay (RMS) type SUR1 or SUR2.

In addition, in the case of the use of turnouts with a cross mark of 1/18, transformers are installed to turn on the green signal light at the traffic lights.

Comparison of the claimed technical solution with the prototype made it possible to attribute it to “devices”, to establish its compliance with the criterion of “novelty”, since the set of essential features is not known from the prior art. The claimed utility model is also “industrially applicable”, since it can be used in railway transport (the development was carried out in accordance with the provisions of the requirements for control posts developed by the PKTB TSH OJSC “Russian Railways”). Thus, the claimed technical solution meets the conditions of patentability of a utility model.

The achievement of the technical result is due to the inclusion in the circuit of the claimed device of new equipment, new elements, as well as the optimum possible arrangement of structural elements of the module. In particular, the design feature of the turnout switch is the presence of a 1/18 cross. The work setup contains additional arcs installed on the switching panel that are designed to connect the appropriate direction changing circuitry on the way, depending on the type of installed arches on the switching panels when setting up a specific version of stacked arrows, direction changing schemes, type of auto-lock, mark of crossings of switches and traffic lights: with or without a green stripe. The whole set of signs is aimed at increasing the productivity of work, the throughput capacity of the section during major repairs of the track, which is closed to traffic, by the possibility of using turnouts with temporary cross marks 1/18 at temporary checkpoints, optimizing the work according to the configuration schemes when deploying the module associated with in the scheme of new elements, the most rational arrangement of equipment, racks in the module.

Overhaul of tracks is always aimed at ensuring the safety of train traffic. To improve the safety of train traffic, it is constantly required to maintain the railway track in good condition, therefore, high-quality overhaul of many kilometers of the track is required, carried out in the shortest possible time. To organize the passage of the car flow during the overhaul of the track, it is most expedient to equip the railway sections under repair with temporary checkpoints. Separation of the haul by temporary checkpoints is an effective way to increase the throughput of the site when performing major repairs with the long-term closure of one of the tracks.

The essence of the utility model is illustrated by drawings. Figure 1 presents a schematic plan of a module of a temporary checkpoint for areas with code auto-blocking (VBP); figure 2 - configuration of the operation of the PFS; figure 3 and 4 are variants of the layout of equipment in VBP. The device also contains typical circuits used on VBP, not shown in the drawings.

The inventive device contains the following elements and symbols:

Path A - the path along which two-way traffic is carried out (conditionally);

Path B - repair path (conditionally);

1, 2, 3, 4 - traffic lights, respectively A, B, HELL, DB output, combined with input, mast, with a light-optical LED system developed by CJSC Trans-Signal;

5, 6 - warning signal points A3, B3 to traffic lights 1 (A) and 2 (B);

7, 8 - arrow sections of ASP and BSP of ways A, B;

9, 10, 11, 12 - block sections: AD2P, AD1P, B1P, B2P of track B;

13, 14, 15, 16 - block sections: A2P, A1P, BD1P, BD2P of track A;

17, 18, 19 - signaling points of automatic blocking B1, B2, B4 when moving along path B;

20, 21, 22 - signal points of automatic blocking A4, A2, A1 when moving along path A;

23 - signal green bar - in the presence of an arrow with a cross 1/18;

24 - module temporary block post;

25 - turnouts from two to four can be made with marks of crosses 1/11 or 1/18, which is a feature of the design of the module. The location of the turnouts 25 relative to the installation location of the module 24 of the temporary checkpoint is standard and corresponds to the indication of track development on the console.

Traffic lights A, AD and B, BD - 1, 3 and 2, 4 - are installed in alignment with insulating joints (isostyk) 26.

The configuration scheme for the operation of the temporary checkpoint is presented on the example of approach A. The considered scheme is similar for all approaches. It consists of (figure 2) includes a relay group:

27 - relay A-4CM;

28 - relay A-3CM;

29 - relay A-2CM.

As well as:

30 - switching panel of approach A of type AB;

31 - arches;

32, 33 - tuning relays 7-A and 5-A, which connect the plug-in directional code transmitter (KPTSh) (not shown in the drawing) to the approach;

34 - display panel of approach A and type AB, on which there is an indication of the type of connected KPTSh.

In accordance with figure 3 and figure 4 in the module 24 on the racks 35, 36 mounted equipment. Universal relay cabinets (RMS) 35, 36 can be of two types RMS1 or RMS2, depending on the design of the type module 24 used, using size N. The racks 35, 36 are located in the standard module 24, separated by a partition 37 into relay rooms 38 and the duty room checkpoint 39.

VBP is linked to the current auto-lock via relay cabinets (not shown in the diagram) of the switched-off signal points 5, 6.

For the operation of the rail circuits of the proximity sections, two existing choke transformers can be used; for the other two sections of approach, new choke transformers are installed. When carrying out the project, choke transformers are installed at one of the exits in compliance with the requirements of paragraph 3.40.1 of the STP STsB / MPS-99 regarding the norms of the bypass circuit along parallel tracks.

The temporary block 24 module is installed on the side of the roadbed. The location of the exits corresponds to the typical light scheme of the control panel. The ordinates of stacked turnouts 25 are specified according to plans with specific reference to the axis of module 24.

There are three options for installing a temporary checkpoint relative to the signaling points of automatic blocking on the stage, namely:

- opposite the signaling points of automatic blocking with the installation of new isostocks 26;

- to the left of the self-locking signaling points using existing isostocks 26 and installing two new pairs of isostacks 26;

- to the right of the self-locking signal points using existing isostocks 26 and installing two new pairs of isostacks 26.

Thus, a temporary checkpoint can be installed almost anywhere in the haul.

With electric traction of direct current and alternating current - code self-locking is used, according to the album AB-1-K or AB-2-K.

For each of the approaches, there is a 4-wire noise-protected circuit for changing directions according to I-319-08 with the possibility of replacing it with a 2-wire circuit according to MRC-13 or 3-wire according to I-220-93 in each neck of the checkpoint .

For power supply of signaling devices, a combined power device (UEPS) is used. Arrow sections ASP and BSP - 7, 8 are equipped with rail circuits of tone frequency. Calculation of adjustment tables is carried out according to the tables. The power supply of the temporary checkpoint is carried out from newly installed complete transformer substations (KTP) (not shown in the drawing).

The switch control circuit is used - a three-wire circuit with DC motors MSP-0.15-160V with SP-6M electric drives, including with respect to turnouts 7, 8 with a cross-mark 1 / 18-25.1, which has a solid cast cross.

The operation of the claimed device is as follows.

The module of the checkpoint 24 is installed on the side of the railway, preferably on the opposite side of the path along which the repair will take place. The repair path is conventionally called B. The path along which two-way traffic is carried out is conventionally called A. Designation A and B is taken in connection with the universalization of temporary block-post schemes and taking into account the possibility of its placement on the stage in places of accessible vehicles. The delivery of the PFS module to the place of deployment can be carried out both by rail and by road.

The total length of the road development of PFS can be in the range from 232 to 500 meters, depending on local conditions. During operation, the signal points 17, 18, 19 and 20, 21, 22 auto-locks are turned off.

To reduce cable consumption, when linear circuits are fed from the trunk cable to the module, it is necessary to strive to place the module at a distance of no more than 200 m from the relay cabinet (RS) of the switched off signal point A 5.

Arrow sections 7, 8 are encoded in all routes at traffic lights A, BD and B, AD - 1.3 and 2.4. Alarm non-stop skipping when moving from right to wrong is not provided.

The signals of the traffic lights 1, 2, 3, 4 serve as output traffic lights combined with the input ones (red light encloses the arrows), based on which the corresponding signaling has been received.

Signal points AZ and BZ-5 and 6 are warning to signals (A) 1 and (B) 2 and warning signs with reflectors are installed on them.

Turnouts (arrows) 25 of the temporary checkpoint can be with crosses 1/11 or 1/18, in terms of their management, they are steamed up taking into account the prospects for the use of arrows with a continuous rolling surface (CPD), have separate control.

When the arrows with a mark of crosses 1/11, the location of the lights at the traffic lights A, HELL, BD 1,4,3, while the "green signal strip" 23 is not installed.

"Green signal strip" 23 is set at a traffic light when laying turnouts 25 with a cross mark of 1/18. At the pre-warning warning signal points A3, B3-5.6 to the traffic lights A and B 1 and 2, respectively, when moving along the checkpoint from the right path to the wrong path, the green indication relay Z is turned off (not shown in the diagram).

"Green signal strip" 23 is made in the tube version. In this case, it is allowed to install a traffic light with a shift against the direction of travel from the isostocks 26 to 40 meters.

With AB-2-K, the corresponding code signals are given when the train enters the rail circuit at traffic lights without a “green signal bar” 23.

Signals A and B 1 and 2 have an auto-action mode in the right direction in the positive position of the arrows 25. The way to control the arrows 25 is individual. The assignment of any route, after the preliminary installation of the arrows 25 in the desired position, is carried out by pressing the "Set route" buttons and the corresponding signal buttons. The canceled route is canceled by simultaneously pressing the "Group cancellation" button and the corresponding signal button, which are held pressed until the traffic light is blocked by a prohibitory indication.

The principle of closing and opening of group routes. Schemes of a temporary checkpoint have two sets of closing and routing relays for installing and opening two parallel routes, according to signals A and B - 1 and 2.

The schematic plan of the PFS is agreed and approved similarly to the schematic plans of the stations. The note to the schematic plan reflects the need to introduce a temporary speed limit for shortened pre-exit block sections, shows the binding of module 24 to the extreme rail of the track and indicates the picket value of the axis of module 24.

Schemes for adjusting the operation of the PFS (Fig. 2) allow to minimize operations on setting circuits and turning them on.

For each approach, let's say approach A, there is a group of relays (A-4CM) 27, (A-3CM) 28, (A-2CM) 29, which, when installing the bow 31 on the switching panel 30, connect the corresponding direction changing circuit on the approach.

Due to the presence of an exclusion circuit, only one of the three relays 27, 28, 29 can be energized. On the display panel 34 there is control of the connected direction reversal circuit. To ensure the alternation of the plug-in directional code transmitter (KPTS) on the stages for coding, the necessary type of KPTS is selected, for this purpose there are tuning relays (7-A and 5-A) 32 and 33, which connect the KPTS to the approach. On the display panel 34 there is an indication of the type of connected KPTSh. The schemes are similar for all approaches.

The setup scheme (Fig. 2) operates depending on the version of the installed arches 31 on the patch panels 30 when the VBP is configured for a particular variant of stacked arrows, schemes for changing the direction of movement, such as auto-blocking, marks of crosspieces of turnouts and signaling traffic lights, that is, with a green bar 23 or without her.

Four options for the construction and operation of temporary checkpoint modules are presented:

Option 1. A temporary checkpoint in the module of the Losinoostrovsky ETZ for sections with a code auto-blocking with DC electric traction;

Option 2. A temporary checkpoint in the Kamyshlovekoy ETZ module for areas with a code auto-lock with DC electric traction;

Option 3. A temporary checkpoint to the Losineostrovsky ETZ module for sections with code auto-blocking with AC electric traction;

Option 4. A temporary checkpoint in the Kamyshlovsky ETZ module for areas with code auto-blocking with AC electric traction.

All options are based on the general principles of construction and operation.

It is possible to configure devices of a temporary checkpoint for all options with the laying of one of the switch exits (any) or the option with two exits. Each arrow 25 has a separate control kit, which allows the use of arrows with a continuous rolling surface (CPD). A variant of the use of arrows with a mark of crosses 1/18 and the corresponding traffic signaling with a green strip 23 and multi-valued coding ALS-EN is possible. For each of the four approaches, it is possible to use a separate set of four-wire anti-interference circuitry for changing directions according to I-319-08 with the consent. On one of the approach paths in each neck of the VBP, it is possible to connect instead of a four-wire direction changing circuit:

three-wire circuit change direction;

two-wire from MRTs-13 (for sites with temporary devices for two-way traffic).

It is possible to configure the signaling options for traffic lights when sent on the wrong track, both according to the new signaling instructions, and when signaling "yellow flashing and moon-white."

There is a switching panel 30 for various settings using the temples 31, which, after setting up the checkpoint, is closed and sealed.

The example of matching the numbers of dams 31 on the switching panel 30 is given:

Arm 31 of the switching panel 30: Display Panel Lamp 34: Appointment: 12-11 L5 Single Track AB 32-31 L6 Two way AB 52-51 L3 Installation on the entrance KPTSh-5 72-71 L4 Installation on the entrance KPTSh-7 22-21 L The choice of 4-wire circuit on the way 42-41 L The choice of a 3-wire circuit on the way 62-61 L Choosing a 2-wire circuit on the way

The installation and removal of the arches 31 on the panels is carried out with the correctly established direction of train movement on the hauls adjacent to the checkpoint, in free time from the movement of trains.

Calculations of adjusting parameters (tone rail chains (SECs)) are attached, no recalculation is required when linking a power supply circuit. Coding of rail chains in routes, both according to the plus and minus positions of the arrows.

The general principles of operation of the inventive device correspond to typical circuit diagrams. Pass routes along the VBP open after the release of the switch sections 7, 8 and the first removal of the corresponding haul. To control the train following the route, two route relays are used for each set.

Schemes of additional signal relays (not shown in the diagram) are constructed in accordance with the 3MRCN-10 album. For relays operating with signals with a green strip 23, the M pole is fed through a bridge on the block of the tuning panel.

The switching diagrams of the traffic lights (not shown in the diagram) are made for light-emitting diode LED systems developed by Trans-Signal CJSC. Traffic lights control is similar to EC-12-P-81 schemes. ST-4G signal transformers are installed in a transformer box on a traffic light mast. Transformers ST-5G green strip 23 are installed in the second transformer box in the case of the use of arrows with a cross 1 / 18-25.1. Due to the lack of an LED, the green strip 23 is used in a lamp version with an AOSH2-1 type fire relay and 25 W 128 lamps. When a traffic light is removed more than 300 meters away, a 40 Ohm resistor is bridged by a jumper.

The construction, arrangement of equipment in a typical module Kamyshlovekogo ETZ (figure 3.) is made taking into account the requirements for modules and complexes transportable. The circuits were mounted on universal relay cabinets (SUR) SUR1-K-2580, SUR1-P-2580, SUR1-2-2580 - 35, the production of which was mastered by the plant. The capacity of the technological room allows you to place a remote display and four relay cabinets of the SRKMU-2500 type with a height of 2000 mm, on one of which is an input power panel. Module 24 is divided into two parts by a partition 37: to the duty room at the checkpoint 39 and the relay room 37. The power supply system of UBPS, developed by PKTTS TES LLC, St. Petersburg, was used to power signaling devices.

The location of the equipment in a typical module "North" Losinoostrovsky ETZ presented in figure 4. The circuits were mounted on the cabinets SUR2-2-2100, SUR2-P-2100, SUR2-K-2100 - 36. The module with overall dimensions (9000 × 3100 × 2700) mm is divided into two parts by a partition 37: the duty room at the checkpoint 39 and relay room 38. For power supply of signaling devices, a UEPS power supply unit developed by LLC PKTTs TES, St. Petersburg was used.

In the modules of the temporary checkpoint for areas with coded self-locking with DC electric traction, the cross-link cabinet of the VBP module is connected to the floor devices through the cable floor cabinet (SHKN) via cable connectors with plug connectors (not shown in the drawing).

In the developed project documentation, the equipment location and the number of racks may differ from the standard one due to the optimization of construction in a specific working project. The number of options for the construction and operation of PFS, in addition to the four above, can be increased by reducing a number of schemes that are not used on roads, that is, a separate version of PFS for each road can be built, which will allow the manufacturer to reduce the installation of a specific PFS module by factory.

To ensure the overhaul of the tracks, VBP modules are installed by automobile cranes or cranes of recovery trains, which depends on the entrances to the chosen place (site, slope). Transfer from one repaired path to another is possible when one adjustment terminal is installed. The installation of temporary checkpoint devices averages three days. During this time, cable networks are laid for outdoor CCB devices (shooter, four traffic lights, RC), input traffic lights, additional choke transformers and transformer boxes of tonal RCs, turnout electric drives, distillation autolocking devices are connected with electric centralization (EC) devices. The process of setting up and adjusting the EC devices in the field and the inclusion of the post in the work is nearing completion. Separation of the haul by temporary roadblocks is the most effective way to increase the throughput of the site during the overhaul of the track, closed to traffic. In addition, the implementation of high-quality and short-term repair of tracks helps to increase productivity, improve working conditions in railway transport, and ensure the safety of train traffic.

Claims (2)

1. The module of a temporary checkpoint for sections with a code auto-blocking, containing four traffic lights made in the form of output traffic lights combined with input ones installed in the alignment with insulating joints, also warning signal points with signs installed on them, turnouts from two to four, arrow sections equipped with rail circuits of tone frequency in accordance with the normals and coding in all routes at traffic lights, typical circuit solutions for installing and opening routes, circuit p to turn on the lights of traffic lights, circuits of additional signal relays and traffic control circuits of traffic lights, control circuits for arrows, power supply circuits from a power plant, control circuits for blown fuses, circuits for changing direction of movement for adjoining hauls, schemes for linking with auto-blocking, schemes for adjusting the operation of a temporary checkpoint, moreover, the equipment in the module is mounted on racks, characterized in that the turnouts are made with a cross mark 1/18 and the control circuit of the arrows is made as applied turnouts with the brand of crosses 1/18, having a solid cross, with a green signal light at the traffic lights, also contains schemes of multi-valued automatic locomotive signaling of sections approaching traffic lights, in addition, the setup scheme for the operation of the temporary checkpoint contains interconnected groups of three relays, tuning relays for connecting to the approach, and additionally installed temples on the switching panel, designed to connect the corresponding change circuit The communications are on the way, and the circuit equipment is mounted on the cabinets of universal relay RMS. 2. The module of the temporary checkpoint for areas with a code auto-lock according to claim 1, characterized in that when using turnouts with a cross mark of 1/18, transformers are installed to turn on the green signal light at the traffic lights.

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