RU2277054C1 - Automatic cab signaling system - Google Patents

Abstract

FIELD: railway transport; signaling and communication.

SUBSTANCE: proposed system contains distance and speed meter, speed reading unit, comparing unit, vehicle brake and traction control unit, indicator unit, decoder, current sensor, vehicle mass meter unit and programmed tolerable speed calculating unit, all mounted on locomotive. Station is furnished with track light signals, track coder units, train and shunting coder units, signal boxes and tables, matching transformers, shunting code switching relay, ac current source, rectifier, auxiliary relay to connect secondary windings of track matching transformer, direction check unit and radio code receiver unit. System provides safety of traffic at station at train and shunting operations. Coding of station tracks is done both by means of track circuits and by means of rail conducting communication lines which makes it possible to organize protection sections of tracks before track light signals without reducing length of arrival and departure tracks of station.

EFFECT: improved safety of traffic, enlarged operating capabilities.

1 dwg

Description

The invention relates to the field of railway automation and telemechanics.

There are known systems of automatic locomotive signaling, the operation of which is based on the use of digital coding of information in the radio communication system of locomotive devices with stationary ones, and both rail circuits and local (point) channels and a satellite navigation system are used to determine the locations of moving units (see Zorin V .I., Shukhina EE Traffic safety system for special self-propelled rolling stock. Journal "Automation, Communications, Informatics", No. 4, 2000, p. 38-43).

In known devices, the switching of locomotive ALS devices to different modes is performed by the driver, which, in the absence of objective control of such actions by the driver, does not exclude collisions of rolling stock and, compared with the automatic control of the process of switching modes, reduces traffic safety. In addition, these devices involve the use of relatively sophisticated equipment of both locomotive and stationary automation devices, which increases the cost of the system and eliminates the forced widespread introduction of such devices throughout the Russian railway network.

Since not all locomotives and not all stations are equipped with SAUT devices, there is a danger of a train entering the station under a prohibiting signal indication of the input traffic light, and during shunting operations, it is possible to unauthorizedly follow a closed shunting traffic light.

Closest to the invention in technical essence is a system containing stationary (track) and locomotive devices of automatic continuous locomotive signaling (ALSN) (see Vakhnin MI, Ilyenkov VI, Kotlyarenko NF, Shishlyakov A. B. Directional locking and auto-adjustment, Moscow: Transport, 1966, p. 292-321).

The disadvantage of this system is the lack of switching elements of the track and locomotive devices of the ALS from the mode that allows, after stopping, to follow the closed traffic light on the stage with reduced speed (distillation mode of operation of the ALS upon receipt of the code "QOL" with its subsequent shutdown) to the station mode of operation of the ALS , absolutely excluding the movement of rolling stock along those station sections of the track that are fenced with closed traffic lights (entrance, route, weekend in train movements or shunting in shunting movements).

Since the known system does not have devices that provide objective shunting locomotive information about the braking distance of the maneuvering train, it cannot be effectively used to provide the required traffic safety in shunting movements of single locomotives and trains of various lengths and weights, as well as for monitoring and forming the optimal speed of their movement, taking into account the mass of the composition.

The technical result to which this invention is directed is to increase traffic safety and expand functionality due to the efficient use of numerical information coding in a typical ALSN system, not only in train, but also in shunting movements by introducing rail communication lines with track blocks connecting these lines to the rails and to the post coding unit, as well as by introducing on the locomotive a number of new units (current sensor to determine by its indication pits of the mass of the composition, calculation of the program speed permissible under the conditions of traffic safety, etc.).

Significant differences of the invention are the introduction to track equipment of rail communication lines, the wires of which (cable conductors) are connected to the rails at the calculated points of the path and connected via matching transformers shunting track blocks with track rails and with the post coding block for shunting movements, the introduction of the said block at the post encoding and direction control unit with a timer built into it, connected to the encoding unit, as well as introducing a current sensor into the locomotive equipment ALSN, bl Single-ended determining the mass of the maneuvering or locomotives, the software calculating unit composition permissible speed, and the availability of appropriate links between the newly introduced units and existing in the model ALSN system.

Only these differences prevent collisions of rolling stock at stations and allow relatively simple technical means to obtain information on the mass of the driven train and the stopping distance at a stopping distance to a closed traffic light from the shunting locomotive, while ensuring timely braking and eliminating unauthorized passage over the traffic light.

When conducting patent research of the claimed object with known similar and equivalent features were not found. Therefore, the proposal meets the criterion of "significant differences", and also has novelty.

The invention is illustrated in the drawing, which shows:

1, 2 and 3 - rail sections of the first, second and third station pick-up and track, respectively, limited by insulating joints “And”;

4, 5 and 6 - shunting track blocks connecting the corresponding rail sections of tracks 1, 2 and 3 (since all three blocks are similar, the circuit diagram is presented for only one block 6) to the post shunting coding block 31;

6.1 - track matching transformer having a primary 6.1.1 and two secondary 6.1.2, 6.1.3 windings;

6.2 - rectifier;

6.3 - auxiliary relay connecting the secondary windings of the track matching transformer 6.1 to the rails of track 3 for the formation of rail-link communication lines of track devices shunting ALS with locomotive receiving devices of signals of a numerical code;

6.3.1 and 6.3.2 - front contacts of the auxiliary relay 6.3;

7, 8, 9, 10, 11, 12, 13, 14 - station traffic lights (input, shunting, output with shunting signal);

15 - unarmed section of the track in the neck of the station;

16 - shunting track unit connecting rails of an unmarked section of the path of the odd neck of the station to the post shunting block of coding (a similar block for an even neck is not shown);

17 and 18 - arrow sections of the track, respectively, in the odd and even necks of the station;

19, 20, 21, 22, 23 and 24 - protective sections of the track in front of the corresponding output traffic lights 9, 10, 11, 12, 13 and 14 (each protective section has an estimated length equal to the braking distance of the shunting train at a speed of 20 km / h) ;

25, 26, 27, 28, 29, and 30 — path coding blocks of a typical ALSN system;

31 — on-duty shunting coding unit (only front contact 31.1 of the relay relay and front contact 31.2 of the shunting code-switching relay are shown);

32 - guard train coding unit of a typical ALSN system;

33 - control unit of the direction of movement, combined with a timer for dispensing the time of sending the code signals to the rails of tracks 1, 2, 3;

34 - electric centralization units;

35 - unit guard receiver of the radio code coming from the shunting brigade;

36 - path and speed sensor;

37 - speedometer;

38 is a block diagram of a comparison of actual and program speeds;

39 - control units for brake and traction means of a mobile unit;

40 - electro-pneumatic valve;

41 - brake means of a mobile unit;

42 - display unit;

43 - locomotive receiving devices of signals of a numerical code (receiving coils, amplifier, filter);

44 - decoder of a numerical code, for example DKSV;

45 - block computing program (allowable) speed;

46 - unit for determining the mass of the mobile unit;

47 - current sensor block;

48 - locomotive engine;

49 - controller;

50 - driver;

51 - locomotive radio station with a block of radio code;

52 - compiler;

53 - a mobile radio compiler with a block of radio code;

And - insulating joints;

ПХ - direct pole (phase) of alternating current;

OX - reverse (zero) pole of alternating current.

The system operates as follows.

In the transmission path on rails from the path to the locomotive of the signals of the numerical code (codes "Z", "Zh", "KZh"), both typical coded circuits and rail-line communication lines (RLS) are used. RLSA provide inductive pickup of signals from rails by the same locomotive receiving coils that are used in a typical ALSN system and are turned on for the traction current in the opposite direction, and for the ALS signal current according to. The radar systems allow to remove the signal from the rails of the track even when the train moves the cars forward or with the locomotive forward during maneuvers, but there are cars on the track at the end of the route. To exclude unauthorized follow-up of the shunting train for a closed track signal in the radar, the cable cores are connected to the rails at a braking distance from the place of installation of the traffic light (see distances marked with numbers 21 and 24 for the pick-up and drop route 3, which are calculated according to the conditions of the braking distance S _m with speeds of 20 km / h for the estimated weight category of the composition). In the transformer 6.1 of block 6, the beginning of the track windings of the transformer are marked with dots in the drawing. It can be seen from this drawing that the locomotive will not receive signals from the radar on the protective sections of the track within the stopping distances S _m (for track 3 in sections 21 and 24, for track 2 in sections 20 and 23, for track 1 in sections 19 and 22 )

Normally, the radar wires from the rails are disconnected by the contacts 6.3.1 and 6.3.2 of the slow-acting relay 6.3, which is activated only when the shunting route is set and when route 3 is busy (the full scheme of the shunting route coding unit 31 is not shown).

Let us consider the operation of the system in the shunting movement of cars in the odd neck of the station from path 3 to path 1, when the pull half-flight is made to the unarmed section 15 along the lunar-white light of the traffic light 11 at the traffic light 8, and then the half-flight of this car is upset on track 1 along the resolving fire shunting traffic light 8.

After the impact of the chipboard (during dispatch centralization of the DSC) at the EC station, the corresponding relays of the dialer and actuator circuits are activated. If a shunting route was specified, then block 34 ensures that the lunar-white signal light is switched on at traffic light 11 and that the shunting relay codes included in block 31 are turned on (contact 31.2 of this relay closes) and the transmitter relay. The latter, through the rear contact of the trip relay ЗП (relays not shown), starts to operate in the code signal mode “Ж” (see contact 31.1 of block 31). On the locomotive, QOL and Zh relays are activated in block 44. If the switch sections are encoded, then the QOL codes are sent to their rails along the route, if not encoded, then after the locomotive leaves the traffic light 11, a white light lights up at the locomotive traffic light (relay Zh self-locks ) When the shunting locomotive enters the unarmed section of track 15, the transmitter relay (not shown) of this section in the “QOL” code mode also starts working in block 31 in a similar way. With the activation of the closing relay of section 17 on the locomotive, the acceptance of the “KZh” code at the end of the route (upon completion of the half-flight of the car’s pulling to section 15) ceases, the KZh relay of block 44 releases the anchor, forced braking occurs if the driver himself did not stop the train in the right place, since the speed control circuit V _{k is} cut off in the speed meter of the present invention, and, in addition, the closing relay available in block 34 acts on block 31, and sending the QOL code to the rails of section 15 is stopped.

The car’s upsetting half-trip will be possible only after the traffic light 8 is opened and the encoding of section 15 is resumed. At the end of the upsetting half-journey, the locomotive can be at any point on track 1, depending on the type of current and subsequent maneuvers, the freedom of track 1 or its occupancy and the degree of filling previously located on it wagons, as well as from other circumstances taken into account by the shunting brigade (compiler, driver) and chipboard or operator when organizing the next flight. For example, it is possible to further advance the carriage deposited on the free path 1 into the even neck at the traffic light 12, or to clutch the car to be upset with the train previously on track 1, then unhooking part of the carriages and pulling them into the odd neck at the traffic light 9 to section 15 or a cargo yard or other collection points of said wagons that are not shown. Therefore, in order to exclude unauthorized mobile unit trips to the arrows and to solve traffic safety problems in any situation, taking into account the intensification of the shunting work and the labor safety of the compiler, the shunting sequence is controlled by the DSP, for which a guard radio code receiver 35 has been introduced, which receives the encoded radio signal from the compilation team through their mobile 53 or locomotive 51 radio station.

If necessary, through a voice channel of shunting radio communication, the chipboard makes a request about the readiness of the shunting brigade for further movement of the composition. As a rule, such readiness of the shunting team, without waiting for the aforementioned request, is confirmed by sending a radio code fixed by the circuit of the post receiver unit 35. Without receiving the radio code, it is impossible to send permissive coding to the rails of path 1 in the next shunting route for the movement of the train from path 1 to the even or odd neck of the station. Similarly, a radio code is sent if necessary from the exhaust track, the tracks of the cargo yard or locomotive facilities, as well as from other sections of track development not shown in the drawing, from where unauthorized departure towards the pick-up fleet threatens traffic safety.

The display unit 42 informs the driver 50 about the permissible (program) and actual speed, about the operating mode of the train locomotive (distillation by ALSN signals or station by signals SALS).

Thanks to the block 47 of the current sensor connected to the engine 48 of the locomotive and the controller 49, the block 46 determines the average mass of the locomotive during pulling (start of movement) in each half-flight shunting, which allows you to calculate the permissible speed in block 45 under conditions of reliable provision of the required braking paths at this speed within the protective section in front of the traffic light.

Block 38 comparing the actual and program speeds, taking into account the effects of the speed meter 37 and blocks 43, 47 provides an impact through block 39 on the brakes 41, engine 48 and the electro-pneumatic valve.

Claims (1)

An automatic locomotive alarm system, comprising a track and speed sensor mounted on the locomotive, connected through the speed detection unit to the first input of the comparison unit, the output of which is connected to the first input of the brake and traction control unit of the mobile unit, an indication unit connected to the output of the comparison unit and the output a decoder, the second output of which is connected to the second input of the control unit for brake and traction means of the mobile unit, and the input of the decoder is connected to the output of the receiver of the device, and the traffic lights installed at the station, the road coding units, the on-site train coding unit, the scoreboard and the electric centralization units, characterized in that the station is additionally equipped with matching transformers, the primary winding of each of which is connected through series-connected front contacts of the transmitter and shunting switching relay to the AC source, and through the rectifier to the coil of the auxiliary relay, the front contacts of which are included in the circuit and two secondary windings of the matching transformer connected respectively to the first and second rails of the rail track, and the output of the beginning of the first secondary winding is connected to the rail at a point corresponding to the middle of the rail track, and the end of the first secondary winding is connected to the rail at points spaced apart from the stopping distance to the traffic lights, the output end of the second secondary winding is connected to the rail at a point corresponding to the middle of the rail track, and the output end of the second secondary winding is connected to the rail at a point x, separated by a stopping distance to the traffic lights, while the guard shunting coding unit is connected to all the unarmed sections of the track, to the guard train coding unit and to the direction control unit, which is connected to the radio code receiver unit, electrical centralization units and guard train unit encoding, and the electrical centralization units are connected to the post-shunting coding unit, a current sensor is additionally installed on the locomotive, the mass determination unit is movable th unit block for calculating permissible speed program, wherein the current sensor is included in the power circuit of the motor, and through its output determining unit mass movable unit connected to the computing unit program allowable speed, the output of which is connected to the second input of the comparator.