RU2280578C1 - Switch section coding device - Google Patents

Abstract

FIELD: railway transport; signaling and communication.

SUBSTANCE: invention relates to version of coding of ramified track circuit with use of rail conducting communication lines providing continuous transmission of cab signaling coded signals strictly to set route at running of locomotive both at plus and minus positions of switch. Device contains coded signals transmitting unit, track transmitting relay, track code transformer and switch plus and minus position pickup. Device remains serviceable at any type of train haul, and it can be used in standard continuously-controlled cab signaling at automation of shunting motions in systems to prevent collision of moving units. There are no dead zones where coded signals are not received by cab signaling receivers, thanks to which number of failures of devices is reduced. Current in rails of switch section under receiving coils, when locomotive runs along preset route, remains stable in value over entire route.

EFFECT: improved reliability of cab signaling system, reduced consumption of power.

1 dwg

Description

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

Known devices for coding arrow sections described in various sources, for example:

1. A device for encoding a branched rail chain. Author's certificate No. 766936 for application No. 2657188, priority September 1, 1978 Authors: Tsybulia N.A., Malyavko V.E. and etc.

2. Sapozhnikov VV, Elkin B.N. and other station systems of automation and telemechanics. M.: Transport, 1997 p. 117-119.

3. Voronin V.A. Development of tone-frequency station rail circuits without insulating joints. Journal "Automation, Telemechanics, Communications, Informatics", No. 4, 2000, p. 47 and 48.

By technical nature, the device closest to the invention is the device described in the first source (1), which for this reason is taken as its prototype. The devices described in analogues (2) and (3) contain track transformers connected to the rails at the supply and receiving ends of each branch, a track code transformer with a primary and one secondary winding, a post coding unit containing a transmitter and a transmitter relay and connected to an electric block centralization.

The disadvantage of the devices described in analogues (2) and (3) is that these devices cannot be used in shunting movements, since when the train moves the cars forward or when there are cars in the back and front of the locomotive, locomotive receiving coils may perceive false code signal even when the locomotive moves along the wrong route; the code current in the rails is not strictly channeled along the route of the route, but spreads over all branches of the switch circuit, which reduces the operational reliability of the device and traffic safety.

The prototype (1) will contain the chokes connected to the rails at the supply end and at the receiving end of each branch, a code transformer whose primary winding is connected to a code signal transmission unit, the input of which is intended to be connected to an electrical centralization device, and the secondary winding of the code transformer is connected through corresponding contacts of the sensor of the plus and minus position of the arrow with the midpoints of the chokes. With this method of channelization of the code signal, the current in both rails of the track flows in the same direction (like the traction current), so the locomotive receiving coils must be switched on according to.

The disadvantage of the prototype (1) is that it cannot be used on electrified lines, since locomotive receiving coils with electric traction are turned on in the opposite direction; while locomotive receiving devices will suppress not only the noise generated by the harmonics of the traction current, but also the useful code signals of the automatic locomotive signaling; the control mode of the rail chain is also deteriorating.

The technical result to which this invention is directed is to increase reliability and expand functionality by introducing normally open front contacts of a track transmitter relay into rail lines, which is connected in series with the primary winding of a code transformer and front contacts of a transmitter and code switching relay, as well as thanks to the introduction of two secondary windings into the track code transformer, the beginning of the first of which x and the end of the second of them are connected near the intersection insulating joints of the switch section respectively to the second frame rail and to the second conversion curve adjacent to the wit, and the end of the first and the beginning of the second secondary winding of the track code transformer are connected through the corresponding first and second front contacts of the track transmitter near the boundary insulating joints of the arrow, respectively, with the second and first frame rail, the first and second front contacts of the track transmitter th relay contacts are connected via a sensor controlling the position of the plus direction, and the rails of the second branch.

Significant differences of the invention are the totality of the connections between the elements newly introduced into it and the presence of a track transmitter in it, the contacts of which, in the absence of a moving unit on the switch section, disconnect the wires and secondary windings of the track code transformer from the rails, thereby improving the control mode of the rail circuit; the presence of two secondary windings in the path code transformer and the connection of the ends and the beginnings of these windings to the rails of the branched arrow section in such a way that the signals of the automatic locomotive signaling are received by the receiving coils on board the locomotive from both rails continuously both with the positive and negative positions of the arrow ( the so-called “dead zones” were eliminated strictly along the route of the route and with less electricity consumption, since the current in the rails under the receiving coils of the ALS aetsya constant, regardless of the point of application of train shunt.

Only these differences provide increased traffic safety, reliability of the device, allow the use of this invention both on non-electrified sections of railways, and with the introduction of electric traction.

When conducting patent research and comparing 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 the following elements:

1 - track code transformer with a primary winding 1.1, a first secondary 1.2 and a second secondary 1.3 windings;

2 - a sensor for controlling the position of the arrow with contacts 2.1 and 2.2, which control the positive position of the arrow, and contacts 2.3, 2.4, which control the negative position of the arrow;

3 - arrow section in the form of a branched rail chain with border insulating joints 3.1 of the arrow itself, border insulating joints 3.2 of the first branch, border insulating joints 3.3 of the second branch, intrasection insulating joints 3.4 and 3.5, the first frame rail 3.6, the first wit 3.7, the second wit 3.8 , the second frame rail 3.9, the first conversion curve 3.10, the second conversion curve 3.11, the jumper 3.12, the outer and inner rails 3.13 and 3.14 of the first branch, the inner and outer rails 3.15 and 3.16 of the second on the branch;

4 - track transmitter with a first front contact 4.1 and a second front contact 4.2, a third 4.3 and a fourth 4.4 front contacts;

5 - waybill;

6 - the central post of electrical centralization;

7 - a code signal transmission unit with front contacts 7.2 of a code-switching relay and contact 7.1 of a transmitter fast relay (other elements of block 7 are not shown);

8 - electrical centralization device.

The operation of the device is as follows. When specifying the route, the electrical centralization devices enable the coding equipment of block 7. The ALS code signals are sent to the primary winding of the transformer 1, and normally de-energized relay 4, when the moving unit enters the switch section, starts to work in the code mode "QL", "G" or "Z" depending on the type of a given route. The ALS code signal through the contacts 2.1 and 2.2 of the arrow position control sensor and the front contacts 4.1 and 4.2 enters the rails 3.13 and 3.14 of the first (direct) branch with the positive position of the arrow, and through the contacts 2.3 and 2.4 of the mentioned sensor, to the rails 3.15 and 3.16 of the second ( lateral) branches at a minus position of an arrow. When the locomotive moves in both the positive and negative positions of the arrow, ALS currents to the rails under the ALS receiver coils are transmitted strictly along the established route within the given arrow section, including when the locomotive moves along the conversion curve and along that part of the frame rail of the arrow itself translation, where in the prototype and in analogues the current does not flow and thereby appear in these places zones of non-acceptance of code signals by locomotive receiving devices ALS.

Claims (1)

A device for coding an arrow section, comprising a track code transformer, the primary winding of which is connected to a code signal transmission unit, the input of which is intended to be connected to an electrical centralization device, and the secondary circuit of the said transformer is connected at the ends of a branched rail circuit through the corresponding contacts of the plus and minus sensor arrows to the rails of the arrow section, characterized in that it is sequentially with the primary winding of the path code transf the transmitter and the front contacts of the transmitter and code switching relays include a track transmitter, the front contacts of which are connected in series with the contacts of the plus and minus sensors of the arrow, and the track code transformer is made with two secondary windings, the beginning of the first and the end of the second of them are connected near intrasection insulating joints of the switch section, respectively, to the second frame rail and to the rail of the second conversion curve adjacent to the wit, and the end the first and the beginning of the second secondary winding of the track code transformer through the corresponding first and second front contacts of the track transmitter relays are connected near the boundary insulating joints of the arrows, respectively, with the second and first frame rails, the third and fourth front contacts of the track transmitter relay are connected through the sensor contacts controlling the positive position arrows, with rails of the first branch, and through the sensor contacts controlling the minus position of the arrow, with rails a second branch, wherein the second end of the secondary winding of the transformer of the code track through jumper is connected to the second outer rail branch, the inner rail which is connected to said start winding through respective contacts of the sensor track and the hand position transmitter relays.