RU1824339C - Railway work site protection - Google Patents

Abstract

Usage: for fencing the site of work on the railway. SUMMARY OF THE INVENTION: the device comprises train proximity sensors, a code direction transmitter, generators, transformers, a fencing mode setting unit, receiving coils, an audio signal receiver. 1 ill.

Description

The invention relates to the field of railway transport and can be used in signaling devices about the proximity of moving units to a place of work in areas equipped with rail chains and automatic locomotive signaling devices.

The purpose of the invention is to increase reliability.

The drawing shows a diagram of the device. The arrow indicates the direction of the train.

The first and second block section are indicated.

1i 2. The place of work is located on the second

2 block plot. The second 2 block section is limited by the first 3 and second 4 throttle transformers, the first 5 and second 6 way traffic lights. The first 9 and second relay cabinets house the first 9 and second 10 sensors for determining the location of the train, a code track transmitter 11 with green code 12 and yellow 13 light contacts, the first 14 generator, which is connected to one end of the rail line through the first 15 transformer, and through a single-wire

line and the second 8 relay cabinet - with the other end of the rail line. The controlled shunt 16 includes a second transformer 17, a diode 18, a first 19 capacitor, a first 20 relay with contacts 20.1 and 20.2, as well as a first signal light 21. The fencing mode setting unit 22 comprises first 23 and second 24 switches, a second 25 generator, as well as a second 26, a third 27, a fourth 28 and a fifth 29 capacitors. The first 30 control unit comprises a first 31 signal converter, a first 32 trigger, a first 33 OR elements, a first 34 and a second 35 AND elements, as well as a first 36 multivibrator. A put radio station 37 and a receiving unit 38 containing the first 39 and second 40 receiving coils, a preamplifier 41, a first 42 filter unit, a selective amplifier 43 and a second 44 signal converter are also located at the work site. The source of warning signals at the place of work is the signaling device 45, which includes: third 46 and fourth 47 AND elements, second 48 trigger, first 49 and second 50 odo-vibrators,

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a second 51 OR element, an amplifier 52, a sound and light signal source 53, a second 54 signal light, and a third 55 generator. In the locomotive equipment AL C 56, the existing locomotive traffic light 57 and switching contacts 58, 59 are used, respectively, relays G and 3 of the ALS decoder. The block GO of the periodically changing code includes the second 01 relay with contacts 61.1 and 61.2, the sixth 62 and the seventh 63 capacitors, as well as the third 64 signal light. The second control unit 65 located on the locomotive contains a second 66, a third 67 and a fourth, 68 multivibrators, an electromagnet 69, a fourth 70 generator and a fifth 71 element I. The drawing also shows a typhon 72, a locomotive radio station 73 and an indication unit 74, the composition of which a second 75 filter unit, a third 76 signal converter, a third 77, a fourth 78, a fifth 79 and a sixth 80 one-shot, and a fourth 81, a fifth 82, a pole 83 and a seventh 84 signal light. The audio signal receiver 85 comprises a microphone 86, a third 87 filter unit and a fourth 88 signal converter.

The device operates as follows.

At the site of work, a controlled shunt 16, as well as first 39 and second 40 receiving coils are installed under the rail soles. The operation mode of the controlled shunt 16 is set using the first switch 23 of the guard mode setting unit 22. The fencing mode, which does not require stopping the train, is activated by setting the first 23 switches to the right position and setting the second 24 switches to one of the positions C, Y1, Y2 or Y3. When set to position C, a second capacitor 26 is connected to the first output of the second 25 generator, as a result of which it is tuned to the frequency corresponding to the Whistle command. At position Y1, with a third capacitor 27, the second 25 oscillator is tuned to a frequency corresponding to the Speed Y1 command. In position Y2, the fourth 28 capacitor tunes the second 25 oscillator to the frequency corresponding to the Speed Y2 command. In position Y3 of the second 24th switch, the fifth capacitor 29 includes a generation circuit with a frequency corresponding to the Y3 speed command. As

speeds Y1, Y2 and Y3 can be received, for example, speeds 15, 2D, 40, corresponding to the current Instructions. In principle, these speeds may be different in accordance with the spin rate for specific sites. When the first 23 switches are installed in the right position, the winding of the first 20 relays switches to the second transformer 17 and by shunt 16

signaling current of self-locking flows through the circuit: one rail thread - one winding of the transformer 17 - NC contact 20.1. - friend rail thread. A voltage appears on the other winding of the transformer 17 and current flows through the winding of the first 20 relays along the circuit: the upper terminal of the other winding of the transformer 17 is a diode

18- winding of the first 20 relays - contacts of the first 23 switches - lower terminal

another transformer winding 17. First

19, the capacitor is charged, the first relay 20 is energized and, by its contact 20.1, opens the shunt circuit of the rail threads. In the absence of current through one winding

of transformer 17, the first 20 relays remain energized due to the discharge of the first 19 capacitor. When the voltage at the first 19 capacitor reaches the release value, the first 20 relays release their contact

20.1. The bypass circuit is closed again and the self-locking signal current flows through it again. The first 20 relays turn on again, the first 19 capacitor starts to charge again, and so

a controlled shunt 16 periodically shunts the electrical circuit between the rail threads of the second 2 block section. The first warning light 21 periodically lights up and goes out, which signals operation

fencing devices in the mode of non-stop passage of trains through the place of work. At the first 5 traffic lights alternating indications turn on: green - red or yellow - red, depending

from the state in front of the lying areas. At the locomotive traffic light 57 of an approaching train, alternating indications light up: either green - red (yellow) or yellow - red (yellow) lights. The approximate duration of the burning of these lights, taking into account the temporal characteristics of the ALS code, can be 15-20 s. The pulse operation of relay Zh and 3 of the decoder of the automatic locomotive signaling will lead to periodic closure of contacts 58 and 59 of relay Zh and 3 of the ALS. As a result of this, the second relay 60 will be energized, receiving alternating make-up from the sixth 62 and seventh 63 capacitors. A third 64 signal light will turn on via pin 61.1, which for the driver is information about work on the upstream block 2. At the same time, make contact 61.2.

connects the output of the second multivibrator 66 to the inputs of the third 67 and fourth 68 multivibrators, as well as to the first input of the fifth 71 element I. In the initial state of the second 66, the multivibrator constantly generates oscillations. The third 67 multivibrator is in standby mode and is triggered from the leading edge of each pulse of the second 66 multivibrator. With open contact 61.2. there is no signal from the output of the third 67 multivibrator and the electromagnet 69 is turned off. After closing the contact 61.2. the second 66 multivibrator sets the frequency of the sound signal and at the beginning of each period of its operation starts the third 67 multivibrator, which turns the electromagnet 69 on and off. Turning on the electromagnet 69 opens the air line and compressed air enters the typhon 72 from it. The locomotive automatically gives sound signals, the frequency of which, for example, 20-30 s. and duration 2-3 s. The sound signals of typhon 72 at the work site are sensed by the microphone 86 and converted into electrical signals by it. These electrical signals are fed to the input of the third 87 block of filters, passing only the characteristic frequency bands of the audio signal, without missing other interfering noises and signals. Useful electrical signals from its output in a fourth 88 signal converter are converted from a frequency signal to a direct current signal. The converted signal is supplied through the first element OR 33 to the input of the signaling device 45. Thus, at the input of the signaling device 45 there is an electrical signal when receiving a locomotive audio signal. At the same time and independently of the sound signal of the locomotive, radio signals are transmitted to the place of work, the formation and transmission of which occurs as follows. The signals generated by the second multivibrator 66 through the contact of the second relay 61.2 are fed to the input of the fourth multivibrator 68 and to one input of the fifth element And 71. The fourth multivibrator 68 is in standby mode and the signal from its lower output supports the locomotive radio station 73 in reception mode. A fourth multivibrator 68 is shifted to a different state by each leading edge of the pulse of the second 66 multivibrator for the time required to transmit the radio signal to the work site. Then the signal from the upper output of the fourth 68 multivibrator switches the locomotive radio station 73 into transmission mode and the same signal is sent to the other input of the fifth element And 71. If at the same time the signal from the output of the second 66 multivibrator and at the other input of the signal with the fourth 68 multivibrator the fifth element AND 71 5 connects the output of the fourth 70 of the third 3 generator to the modulator of the radio transmitter of the locomotive radio station 73. The radio signal with a frequency of the fourth 70 generator is transmitted to the place of work and the fourth grated

0 multivibrator 68 returning to the initial state switches the locomotive radio station 73 into reception mode until a new pulse appears at the output of the second multivibrator 66. On my work

5, the track radio station 37 receives a locomotive radio signal, since it is in the receiving mode in the initial position. The frequency signal from the output of the track radio station 37 is converted by the first 31 signal converter into a direct current and through the first 33 OR element is fed to the input of the signaling device 45 . From the output of the receiver of the track radio station 37, the signal is also fed to the input of the first

5 32 of the trigger and converts it to state 1. The signal from the single output of trigger 32 is fed to one input of the first 34 AND elements and simultaneously triggers the first edge of its signal

0 36 standby multivibrator. At the left output of the first 36 multivibrator, a signal appears at the other input of the first 34 element I. Thus, at both inputs of the first 34

5 of the And element, there are signals and a signal appears at its output, switching the track radio station 37 to the transmission mode. The same signal is fed to the input of the second 35 And element, and therefore the signal of the second

0 of the generator 25 is switched by the second AND element 35 to the input of the transmitter of the track radio station 37. Information is transmitted from the path to the locomotive. The first 36 multivibrator returns to its original state and

5 by a signal from its other output, the first 32 flip-flop returns to the initial state O, and the track radio station 37 switches to the receiving mode. Locomotive radio station 73 receives sent

0 works the radio signal and the signal from the output of its receiver is fed to the second 75 filter unit. Depending on which command is received by the locomotive radio station 73, at one of four outputs

5 of the second 75 filter block according to the signal. The signal from its first output through the third 76 signal converter overflows the third 77 one-shot into a different state and the fourth 81 signal lamp lights up, paying attention to the locomotive driver to receive command C. This command requires the driver to follow at the same speed and with a systematic sound signals. Under conditions of automatic signaling, the operator controls the correct operation of the device. The second, second, third, and fourth outputs of the second 75 filter unit through the fourth 78, fifth 79, and sixth 80 single-vibrators, respectively, on the indicating unit 74, the fifth 82, the sixth 83, or the seventh 84 signal lamps. Accordingly, the driver sets the appropriate speed. After the end of one receive-transmit cycle, the fourth 68 multivibrator will switch the locomotive radio station 73 to transmission again, and the operation of the locomotive equipment will be repeated again. At the work site, the sound of the locomotive is again heard. In this way, the locomotive equipment is operating as long as the second relay 61 is underflow and its front contact 61.2 is closed. In addition to the radio signal and the sound signal, the signals from the first 14 generator through the first transformer 15, the contacts of the first 9 and second 10 sensors of the location of the train, the first 3 and second 4 choke transformers and rails about those time periods when the rail threads are not shunted in place works. When the first and second block sections are free, the receiving block 38 receives the signals of the first 14 generator with the closure frequency — open the circuit of the controlled shunt 16. When the first 1 and second 2 block sections are free, make contacts, the main 9 and second 10 sensors the location of the train is closed and the contact of the green light code 12 forms the code 3. When the train enters the first 1 block of the drain, the disconnecting contact of the first 9 of the location sensor of the train and the contact 13 of the code track are closed. smittera 11 generates code Z. When joining two trains in the second block section of the second make contact sensor 10 determining the position of the train opens the feedback loop of the first oscillator 14 and it stops the generation of signals. The signals of the first 14 generators through the first 15 transformer, through the first 39 and second 40 receiving coils, preamplifier 41, first 42 block filters, selective amplifier 43 and second 44 signal converter are fed to the third element 46 And signaling device 45.

If during the work process a signal is received about the train entering the first block-section 1 and the work manager considers that a safe tracing of the work site is not provided, then the fencing mode, requiring a stop

the train. To do this, the first 23 switch is set to the left. In this case, the shunt circuit of the rail threads is permanently closed, and the power circuit of the first relay 20 is open. First

the signal lamp 21 is constantly on. This indicates the continuous shunting of rail threads through the winding of the second transformer 17, times: make contact 20.1 and contacts of the first

switch 23. As a result, the red signal turns on at the first 5 way light, and the equipment of the first relay cabinet 7 sends a red-yellow code to the approaching train

fire The red-yellow indication of the locomotive traffic light informs the driver about the approach of the train to the closed traffic light 5. The signaling device 45 gives warning signals at the work site, the signaling device 45 operates as follows. In the absence of a train in the first 1 and second 2 block sections at the work site, signals are received from the rail line at the moment the shunt opens (make contacts 20.1

and 20.2 closed) in the form of three frequency pulses (code 3). At the output of the second 44 signal converter, three pulses of the rectified voltage appear (in accordance with the rectified pulses

code), which are fed to one input of the third 46 element I. At its other input there are signals of the third generator 55, which through the make contact 20.2 the third 46 element And through the second 51 OR element and amplifier 52 are fed to the source 53 of sound and light signals, which gives three (in accordance with code 3) sound and light signals. When the first 20 relays are de-energized, its contact 20.1

shunts the rail line, and there will be no signals from the first 14 of the generator. The signals from the third 55 generator through the opening contact 20.2 are received at one input of the fourth 47 element I. However

it will be closed for switching the signal of the third 55 generator, since there is no enable signal at its other input due to the fact that when the make contact 20.2 is turned on, the second 48 trigger goes to state 1 and removes the enable potential from its zero output, which means and from the other input of the fourth 47 elements I. The second 48 trigger, having flown to state 1. starts

first 49 single vibrator which is rear

by the front of its pulse returns the second 48 trigger to the O state already after the making contact 20.2 closes again. After closing the front contact 20.2, the cycle of passing code 3 is repeated and the source 53 gives 3 sound and light signals.

When the train enters the first 1 block section, the first 9 train location sensor closes the QOL code supply circuit and two-pulse packages are transmitted to the place of work. The operation of the signaling device 45 occurs similarly to that described above with the difference that 2 light and sound signals are generated, in accordance with the number of pulses of the QOL code. When the train enters the second 2 block section, the first 10 train position sensor closes the feedback circuit of the first generator 14 and it stops generating signals. The first 20 relays stop working in the periodic shutdown mode, as the train ramps bypass the self-blocking signal current, the first 20 relays are de-energized and its NC contacts 20.1 and 20.2 are closed while the train is in the second 2 block sections. In this case, the second 48 trigger remains in the zero state and the resolving potential from its output allows the signals of the third 55 generator to pass through the fourth 47 And elements, the second 51 IL elements and the amplifier 52 to the source 53 of light and sound signals, which delivers continuous warning signals .

The device provides alerts to locomotive crews working on the way, allows to significantly reduce the number of signaling personnel, to increase labor productivity during track works and the throughput capacity of sites under repair work.

Claims (1)

SUMMARY OF THE INVENTION A device for fencing a work site on a railway track, comprising transceivers, a fencing mode setting unit and signaling units, the input of one of which is connected to the output of one transceiver, characterized in that, in order to increase reliability, it is equipped with train proximity sensors , coded track transmitter, alternating current generator, sound signal receiver, inductors, rectifier, transformer, fencing control relay, which requires stopping driving, a diode, a capacitor, blocks for setting the operating mode of the transceiver, one of which is located on the locomotive, and a block for detecting the presence of a signal about the production of work on the way placed on the locomotive, and the block for setting the fencing mode is made with the conclusions for setting the fencing mode that does not require train stops, the first of which is connected to one of the terminals of the relay winding 0 control of the fencing mode that does not require stopping the train, another output connected to one of the plates of the capacitor and the anode of the diode, the cathode of which is connected to the first output of one of 5 transformer windings, the other terminal of which is connected to another capacitor plate and the second terminal of the fencing mode setting, which does not require a train stop, the fencing mode setting unit, 0 the third output of the task mode, which does not require stopping the train, is connected to the rear contact of the relay control monitoring the fence, not requiring stopping the train, and with the first output of another winding 5 of the transformer, the second terminal connected to one of the rails at the place of work, and to the other rail at the place of work is connected connected to the rear contact of the control relay 0 fencing mode that does not require stopping the train, the fourth output of the task of the fencing mode that does not require stopping the train, the blocking unit of the fencing mode, the output of which is connected to 5 to one of the inputs of the other unit for setting the operating mode of the transceiver, the second outputs and the second input of which are connected respectively to the inputs and outputs of the second transceiver, and the third input and the second 0 output - to the output of the sound signal receiver and one input of the second signaling unit, the other input of which is connected to the output of the rectifier, the inputs of which are connected to one terminal of the inductor windings, the other terminals of which are connected to each other, the front contact of one of the train proximity sensors is connected to to the front and rear contacts of another train proximity sensor, connected to one and the other contacts of the code direction transmitter, connected to one of the generator outputs, the other of which The first contact of the first proximity sensor of the train is connected with 5 by a rail line at the place of work, and the inputs of the first transceiver are connected to the first outputs of the first unit of setting the operating mode of the transceiver, the second output is connected to the typhon, and the third output is to the input of the unit to fix the presence of a signal about the work on the way, the output of which is connected to the input of the first transceiver operating mode setting unit. w ZhI75 tftitt