RU2393971C1 - Automatic interlocking device - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to railroad signaling and interlocking devices. Proposed device comprises receiver with track relay at its output, generator, light signal control unit, yellow light signal relay unit, rail circuit shunt mode control unit, safety unit interacting with light signal control unit, track relays and track relay unit proper operation control unit. Track relay unit is connected with track relay safe operation control unit and unit that controls absence of false armature pulled-in state and is connected with track relay safe operation and light signal control units.

EFFECT: higher safety of railway traffic.

10 dwg

Description

The invention relates to devices for signaling, centralization and blocking in railway transport, in particular to devices for interval regulation of train movement on the stages.

In the prior art, an automatic blocking device is known containing generators and receivers located between the traffic lights, within each block section two rail circuits are organized, which are connected to a common generator connected to the rail threads in the middle of the block section, and between the receivers and rail threads the front contacts of the directional relay repeaters are connected, connecting the receivers to the rail threads for the distance of the zone of additional shunting of the rail circuit from the traffic light passing motion train depending on the selected direction of travel (RU 2116923, 10.08.1998).

The disadvantage of this device is the ability to save the resolution indication green or yellow at the traffic light when stopping a short moving unit immediately behind it.

A device is known for automatic blocking, which contains receivers with directional relays at the output connected to a common generator connected to rail circuits in the middle of the block section, within which N rail circuits are organized, as well as signal relays of the traffic lights, an interlock is introduced for each traffic light a relay, in the main power circuit of which the front contact of the track relay of the Nth rail circuit of the block section is connected, and the rear contact of the track relay is connected in parallel to the interlock circuit the first rail circuit of the block section and serially connected front contacts of the track relay of the Nth rail circuit of the previous block section and the blocking relay, and the switching contact of the blocking relay and the front contacts of the track relays from the first to N are included in the power circuit of the yellow relay -th rail chain of the block section, while the distance from the installation point of the traffic light to the point of connection of the track receiver of the Nth rail chain of the block section in the direction of the train corresponds to the zone to additional bypass surgery (RU 2149785, 05.27.2000).

The disadvantage of this device is the ability to turn on the resolution indication green or yellow at the traffic light when stopping within the train’s block section in case of incorrect operation of the rail circuit. When the rail circuit is busy, the track relay can close the front contact and give a signal about vacancy in the case of wires in the cable line, dangerous failures of the track receiver, etc.

The closest analogue of the claimed invention is an automatic locking device containing a receiver connected to the end of the rail circuit with a track relay unit at the output, a generator, a traffic light control unit, a yellow fire signal relay unit and element I. The device is equipped with two key elements, a block for releasing the block- section and the testing unit, connected to the control inputs of the key elements and connected to the excitation input with the output of the rail circuit of the track relay unit, and the self-locking input - with the output of the unit for securing the release of the block section connected by the input to the output of the yellow fire signal relay block, the input of which is connected to the output of the And element, the first input of which is connected to the rail output of the rail circuit block of the track relay, and the second input is connected to the output the first key element connected by the signal input to the output of the traffic light control unit, while the second key element is connected by the signal input to the output of the generator, and the output to the beginning of the rail circuit (RU 2263598, 10.11.2005).

The disadvantage of this device is the ability to turn on the enabling indication of the green or yellow light at the traffic light when it stops within the train block section in case of a malfunction of the rail circuit and failure of the testing unit, which does not have self-control. A failure of the testing unit is possible if the time parameters of the signal relay and its reverse repeater are changed, including when the power supply to the reverse repeater of the signal relay is cut off.

A serious drawback of the testing unit is the fact that the failure of the testing unit by the self-locking device is not monitored and the service personnel will not be detected. Automatic blocking devices will work without a testing unit indefinitely.

The objective of the invention is to provide a device for automatic locking, which would eliminate the above disadvantages.

The technical result of the invention is to increase the level of train safety by creating a four-level control of the freedom of block sections, the work of which is interconnected.

The specified technical result in an automatic locking device containing a receiver connected to the end of the rail circuit with a track relay block at the output, a generator, a traffic light control unit, a yellow fire signal relay block, is achieved by providing four levels of control over the freedom of the block section. The first level of control is carried out by the control unit of the operation of the shunt mode of the rail circuits of Fig.7.

The second level of control is the block of the traveling relays of FIG. 4, the block of safe functioning of the traveling relays of FIG. 3 and the control unit of the absence of factors of false retention of the anchors of the traveling relays in the drawn state of FIG.

The third level of control - the control unit of the correct functioning of the anchors of the traveling relays of Fig.5.

The fourth level of control is the safety block of Fig. 8, which provides control over the operation of the track relay block, the control block of the correct functioning of the track relay anchors, the safe operation of the track relay and the control block of the operation of the shunt mode of the rail circuits.

In this case, the control unit for the operation of the shunt mode of the rail circuits on the one hand is connected to the rail circuits by the contacts of the track relays, and on the other hand it is connected to the safety unit, which interacts with the control unit for the traffic lights, with the block of the track relays, with the control unit for the correct functioning of the anchors of the track relays, associated with the unit lack of factors of false retention of the anchors of the track relays in the pulled state, which in turn is connected with the control unit for the safe functioning of the track relays.

The essence of the claimed invention is illustrated by drawings, where figure 1 shows the route plan of the haul from station A to station B; figure 2 is a control unit for the absence of factors of false retention of the anchors of the track relays in the drawn state; figure 3 - control unit for the safe functioning of the track relay; figure 4 is a block of track relays of the rail circuits of the block section from the traffic light No. 1 to the traffic light No. 3; figure 5 is a control unit of the correct functioning of the anchors of the traveling relays; figure 6 - control unit traffic light is a diagram of the inclusion of a yellow fire relay; Fig.7 is a control unit of the operation of the shunt mode of the rail circuits; in Fig.8 - security unit; in Fig.9 is a functional diagram for turning off the allowing lights of a traffic light when a train enters a block section; figure 10 is a functional diagram of the inclusion of enabling lights at a traffic light.

According to the invention, which provides four-level control of the freedom of block sections, all four levels are interconnected and represent a single system of logical dependence of a strict sequence of follow-up on the block section of a moving unit with control over the implementation of all levels.

When entering and following a train through a block section, the first level of control of the block section free space is provided, which checks the operation of the shunt mode of the track relays, as well as strict control of the shunt sequence with remembering the correct execution of the follow-up logic on the block section of the moving unit. After the release of the block section, the track relay of the block section becomes energized.

In the inventive automatic blocking device, the traveling relays are energized - the block section is conditionally free, since the traffic light does not switch to the resolving indication until the subsequent levels of control of the block section are free.

Having pulled the anchor, the repeater of the track relays automatically switches on the operation of the second and third level control circuits, which check the operation of the track relays from their own power sources, the absence of welding, freezing or other dangerous factors of holding the armature in the pulled state.

Checking for the absence of an extraneous power source, freezing, welding, or mechanical jamming of the armature or relay contacts is performed automatically every time the track relay becomes energized when the rail circuit power source is turned on or the unit is freed up by a moving unit.

To control the correct execution of the three above-mentioned safety levels (control of the freedom of the block section), when moving the unit around the block section, a fourth level is provided that excludes the possibility of an allowable indication at the traffic light when the above-mentioned safety levels are incorrectly executed.

Function block assignment:

P - block travel relays that control the freedom of the block section from the traffic light 1 to the traffic light 3;

Design Bureau is a control unit for the safe functioning of track relays, which provides control of the safe functioning of track relays, fixing the absence of freezing, welding or other factors that keep the anchor of the track relays in the pulled state when the power supply for the rail circuits of the block section is disconnected;

K1 is a control unit for the absence of factors of false retention of the track relay anchors in the drawn state, which ensures that when the power supply of the rail circuits is disconnected, the track relay anchors in the block section are in a dropped state.

K is a control unit for the correct functioning of the anchors of the track relays and controls that the track relays of the block section have pulled their anchors from their power sources after a forced check of the absence of factors that falsely hold the anchor in an drawn state;

KShP - a block for monitoring the operation of the shunt mode of rail circuits, which monitors the normal operation of the shunt mode of all rail circuits when following a moving unit along a block section;

B - the security unit, which summarizes and remembers that all four levels of control of the freedom of the block section when following the moving unit worked according to a predetermined algorithm;

F - traffic light control unit.

Figure 1 shows an exemplary driving plan for the haul from station A to station B, in which there are three traffic lights No. 1, No. 3 and No. 5 with track sections 1P, 3P, 5P, 7P, 9P, 11P, 13P, 15P, 17P, 19P.

Consider the work of four levels of control of the freedom of block sections using the example of a block section from traffic light No. 1 to traffic light No. 3.

In the absence of a DC power supply, all relays that fulfill the logical dependencies of train follow-up control are without current.

When you turn on DC power sources for the operation of self-locking devices and alternating current for the operation of generators supplying rail circuits, the first becomes the current of relay 3K1 in block K1 through the rear contacts 11-13 of the relay 3KB, 11-13 of the relay 13P, 11-13 of the relay 11P , 11-13 relays 9P, 11-13 relays 7P, 11-13 relays KVK, 11-13 relays 7-13P, 11-13 relays 3K, 11-13 relays 3Ж, 11-12 relays KP and winding relay 3K1, which pulling his anchor, it becomes self-locking through its front contact 11-12 and the rear contact 11-13 of the relay 3ZH (figure 2).

Having pulled the armature, the relay 3K1, with its front contact 21-22 through the rear contact 21-23, relays 1Ж relay puts the current 3KB relay in the KB block, which becomes self-locking via its own front contact 41-42 and rear contacts 21-23, relays 3Ж and 21-23 relay 7-13P (figure 3).

Having pulled the anchor, the 3KB relay turns on the power to the generators, which send power to the rail circuits, by the amplified front contacts of its repeater.

Track relays of the rail circuits of the block section from the traffic light No. 1 to the traffic light No. 3 become inflows, which with their front contacts 21-22 of the relay 7P, 21-22 of the relay 9P, 21-22 of the relay 11P, 21-22 of the relay 13P include a common repeater 7- 13P of all trip relays from traffic light No. 1 to traffic light No. 3 (Fig. 4).

The front contacts 31-32 of the relay 3KB, 31-32 relays 7P, 31-32 relays 9P, 31-32 relays 11P, 31-32 relays 13P, 31-32 relays 3K1 and the rear contact 31-33 relays 3Ж creates a power circuit 3K relay in block K.

In the excitation circuit of the 3K relay, the front contact of the 3K1 relay and the rear contact of the 3Z relay sets a strict sequence for the operation of the 3KB, 3K1, 3K relay and the 3Z signal relay, which ensures the exception of the permissive indication at the traffic lights when one of the above relays is triggered in a false sequence (Fig. 5 )

By pulling the anchor, the 3K relay becomes self-locking with its front contact 31-32, and the contact 41-42 and the front contacts 41-42 of the 3KB relay, 41-42 of the 3B relay, 41-42 of the 3K1 relay create the power supply circuit of the 3Ж relay, which, by pulling the anchor , becomes self-locking bypassing the relay contact ЗЗ1 (Fig.6).

The power circuit of the relay 3K1 breaks the front contact 11-12 relay 3ZH.

The enabling indication at the traffic lights is turned on by the series connection of the front contacts of the 3K and 3Zh relays.

Description of the logical dependencies of the four levels of freedom control of the third block section from traffic light No. 3 to traffic light No. 1 when the moving unit moves along the stage.

The preparation of the operation of control circuits of logical dependencies of the train following the third block section occurs when the train enters the traffic light No. 5 of the fifth block section (Fig. 1). In this case, at block No. 5, the electric power circuit of the winding of the safety relay 5B is disconnected. Relay 5B releases its anchor. The released state of the armature of the 5B relay indicates the train mode of self-locking operation in the fifth block section.

The train operation mode of automatic locking is automatically transmitted from one block section to another by a logic circuit for monitoring train succession according to a given algorithm.

When the train stopped at the traffic light No. 5 of the fifth block section, the safety relay 5B, having released its anchor, prepares the transfer of the train mode to the third block section. Why, using pin 51-53 of relay 5B, it prepares the power circuit for relay 1 of the third block section (Fig. 7), and pin 61-62 of relay 5B breaks the shunt circuit parallel to pin 71-72 of relay 7-13 SP in the power circuit of safety relay 3B (Fig. 8)

From this moment, relay 3B receives power only through contact 71-72 of relay 7-13P. When the train approaches the traffic light No. 3, relay 15P is de-energized, which, having released its anchor with terminal 51-53 of relay 15P, turns on the power circuit of relay 1. Having pulled its anchor, relay 1 with its front contact 11-12 of relay 1 prepares the power circuit of relay 2, which enters into the group of relay circuits for monitoring the operation of the shunt mode of isolated sections of the third block section.

When the train stopped at traffic light No. 3, the 13P track relay releases its anchor. Relay 13P by contact 21-22 breaks the power supply circuit of relay 7-13P (Fig. 4), and by contact 31-32 breaks the power supply circuit of relay 3K (Fig. 5). Relay 3K, releasing its anchor, by contact 41-42 breaks the power supply circuit of relay 3Ж (Fig.6), which switches the permission indication at the traffic light to prohibit.

At the same time, the relay 7-13P, lowering its anchor with its contact 71-72, breaks the power circuit of the safety relay 3B (Fig. 8). Having released the anchor, relay 3B with its contact 71-72 breaks the self-locking circuit at the same time with contact 81-83 of relay 3B and turns on the power supply circuit of relay 2 (Fig. 7) through front contacts 11-12 of relay 1, 41-42 of relay 11P and rear contacts 41-43 relay 13P, 81-83 relay 3B.

By releasing the anchor, the safety relay 3B with pin 41-42 additionally breaks the power supply circuit of relay 3Ж, which disconnects the power supply circuit of the enabling lights of traffic light No. 3 until the time of operation of the four levels of control of the freedom of block sections.

The four-level control of the block section's freedom begins to be performed from the moment the head of the train enters the traffic light No. 3.

The first level of security control the freedom of the block section controls the operation of the shunt mode of the traveling relays of the block section (Fig.7).

Monitoring the operation of the shunt mode (including a number of other functions) is provided by relays 1, 2, 3, 4, 5, 6 of the KShP block, which contains a number of logic circuits. In the third block section, this block contains six relays.

Relay 1 performs the function of registering and storing that a train approached the third block, and the rail circuit in front of traffic light No. 3 was not terminated accidentally, and it also prepares the operation of the logic for monitoring the train's progress through the block with a strict sequence of track shunting the relay of the block section No. 3 from the traffic light No. 3 to the traffic light No. 1.

A strict sequence of shunting of the track sections 13P, 11P, 9P and 7P with the control of the freedom of the front track section is performed by relays 2, 3, 4, 5 (their number is equal to the number of track sections from the traffic light to the traffic light).

Subject to the strict sequence of shunting of track block sections, relays 2, 3, 4, 5 are sequentially energized.

When the train enters the track section 5P, the traffic light No. 1 becomes energized by relay 6, which detects and remembers that the shunting of the rail circuits in the third block section from traffic light No. 3 to traffic light No. 1 was normal in accordance with the set algorithm for the block plot.

After the train releases all rail circuits from the traffic light No. 3 to the traffic light No. 1, the overflow track relays 13P, 11P, 9P and 7P become and with their front contacts 21-22 include the power supply circuit of relay 7-13P (Fig. 4).

Having pulled its anchor, relay 7-13P includes logic circuits of the second level of control of the freedom of the block section.

The second level of control of the freedom of the block section contains the well-known traditional solution when the track relay is energized - the block section is free with the obligatory additional check that the relay has become energized from its power source.

In our technical solution, when the track relay is energized, the block section is conditionally free, since the traffic light does not switch to the resolving indication until the remaining levels of control of the block section are free.

The implementation of the second level of control of the freedom of the block section begins with the moment of attraction of the armature of the relay 7-13P (figure 4). Having pulled the anchor, it, with its contact 21-22 of the relay 7-13P, breaks the power supply circuit of the 3KB relay in the “safety control” block, which, having released its anchor, disconnects the power of the rail circuits of the tested block section by reinforced contacts of its repeater.

Having released their anchors, the trip relays 13P, 11P, 9P and 7P with their rear contacts create the power circuit of the relay 3K1 (figure 2).

The rear contacts of the track relays in the power circuit of the 3K1 relay indicate the absence of extraneous factors that keep the anchors in an drawn state when their power sources are disconnected at the central post by the contacts of the 3KB relay of the KB unit.

Pulling the anchor, the relay 3K1 restores the power supply circuit of the relay 3KB (figure 3).

After completing the second level of control of the freedom of the block section, when the relay 7-13P pulled its anchor a second time, it connects the logic circuit for checking the third level of control of the freedom of rail circuits.

In the third security level, a check is provided for the correct functioning of the track relay anchors with the rail circuit power supply switched off and on (Fig. 5).

Having pulled the anchor, the 3KB relays with the reinforced contacts of their repeater include power to the rail circuits.

By pulling the anchors, relays 13P, 11P, 9P and 7P with their front contacts create the power circuit of the relay of the ЗК block K. Relay 3K, pulling its anchor, fixes that all the track relays pulled their anchors from their power sources, the third level of control of rail freedom was implemented chains of the third block section from traffic light No. 3 to traffic light No. 1.

The fourth level of control of the freedom of the block section is implemented after the previously described three security levels (control of the freedom of block sections) are completed.

The implementation of the fourth level of control of the freedom of the block portion is fixed and remembered by the attracted state of the relay armature 3B (Fig. 8).

Relay 3B draws the anchor through the front contacts 61-62 of relay 6 of the KShP block, contacts 61-62 of relay 3K of block K, travel relays of the protective section ЗП, 5П and travel relays of the block section from traffic light No. 3 to traffic light No. 1.

The front contact of relay 6 indicates the implementation of the first level of control, and the front contacts of the 3K relay and track relays 7P, 9P, 11P, 13P confirm the implementation of the second and third level of control of the free space of the block section.

Having pulled the anchor, relay 3B with pin 41-42 turns on the power circuit of signal relay 3Z of block Ж through front contacts 41-42 of relay 3K, 3KB, 3K1.

The drawn state of the 3J relay armature indicates that, when a train is following a block section, four levels of control over the block section's freedom are implemented.

Figure 9 shows a functional diagram of the enabling lights of the traffic light when the train enters the block section, and figure 10 is a functional diagram of the inclusion of enabling lights at the traffic light.

When the moving unit enters the traffic light No. 5, the safety relay of the fifth 5B block section releases its anchor and prepares the operation of the 3B safety block in the third block section via communication line 9, and communication line 10 to the KShP block.

When the moving unit approaches the traffic light No. 3, the relay 15P releases its anchor, which, through the communication line 6 (Fig. 9), puts the relay 1 in the KShP block of the third block section under current.

When the moving unit enters section 13P, the trip relay 13P releases its anchor and, with its front contact, disconnects the power supply circuit of the relay units P and K via communication line 5.

Relay 7-13 of block P, releasing its anchor on communication line 7, turns off the power of block 3B. The relay of block 3B, releasing its anchor, turns off the power of block Ж via communication line 8. Relay 3K also breaks the power supply circuit of relay 3Ж via line 12. The traffic light switches to the inhibitory indication.

Thus, when the train enters the traffic light No. 3, relays 13P, 7-13P, 3K, 3B and 3Z drop their anchors. At traffic light No. 3, a red light comes on. In order for the resolving light to light up at the traffic lights, it is necessary that, when following a train through a block section, four levels of control of the block section's freedom work.

A functional diagram of the inclusion of enabling lights at a traffic light is shown in FIG. 10.

After the safety relay 3B has released its anchor, the KShP block starts working, which registers and remembers the correct operation of the shunt mode of all tonal rail circuits from traffic lights to traffic lights and transmits information to block 3B via communication line 7 (Fig. 10).

When the third unit is released by the mobile unit, the trip relays 7P, 9P, 11P, 13P become energized and attract their anchors.

In block P, the relay 7-13P attracts its anchor, which, by the front contact 21-22, breaks the power supply circuit of the 3KB relay (Fig. 10 is shown by communication line 1). In the KB block, the 3KB relay releases its anchor and turns off the power to the 7P, 9P, 11P, 13P rail circuits, the track relays of which release their anchors and create the 3K1 relay power circuit in the K1 block through series-connected rear contacts (shown in Fig. 10 by line 2 ) Having pulled the anchor, the relay 3K1 with its front contact 21-22 through the communication line 3 creates a power circuit of the relay 3KB. Relay 3KB, pulling the anchor, turns on the power in the rail circuit 7P, 9P, 11P, 13P (not shown in figure 10).

The track relays 7P, 9P, 11P, 13P, pulling their anchors, with the front contacts connected in series, create a 3K relay power circuit in block K through the front contact 31-32 of the 1K1 relay via communication lines 4 and 5 (Fig. 10).

Having pulled the anchor, the 3K relay with its front contact in series with the relay 6 of the KShP block through the communication lines 6 and 7 includes the power circuit of the 3B block through the front contacts of the traveling relays of block P and the protective section.

Having pulled its anchor, the ST relay on line 8 creates a power supply circuit for relay 3Ж. Relay 3G on the communication line 10 includes allowing fire at the traffic light No. 3.

Claims (1)

An automatic locking device, comprising a receiver connected to the end of the rail circuit with an output track relay unit, a generator, a traffic light control unit, a yellow fire signal relay unit, characterized in that it is equipped with four levels of control for the freedom of the block section, the first level of control is carried out by the operation control unit shunt mode of rail circuits, the second level of control - by the block of track relays and the block of control of the absence of factors of false retention of the anchors of the track relays in the pulled state, the third level control - by the control unit for the proper functioning of the track relay anchors with the power supply turned off and on, and the fourth level of control - by the safety unit, which provides control over the operation of the track relay block, the control block of the correct functioning of the track relay anchors, the control unit for the safe functioning of the track relays and the operation control block shunt mode of rail circuits, while the control unit of the operation of the shunt mode of rail circuits on one side is connected to the rail circuits through the contacts p leakage relays, and on the other hand it is connected to a safety unit that interacts with a traffic light control unit, a control unit for the correct functioning of track relays and a block of track relays associated with a block for monitoring the safe functioning of track relays and a unit for monitoring the absence of factors of false holding of track relays anchors in the pulled state , interacting, in turn, with a block of track relays, a block for monitoring the safe functioning of track relays and a control unit for traffic lights.

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