RU2514384C1 - Semi-automatic blocking system for length-limited railway hauls - Google Patents

Abstract

FIELD: physics; control.

SUBSTANCE: invention relates to systems for controlling movement of trains on railway hauls. The semi-automatic blocking system for length-limited railway hauls comprises, at the limiting railway hauls, entrance and exit traffic lights connected to electrical centralised control equipment connected to interface units. The limiting railway hauls are equipped with blocks of near and far ends of track circuits. There is also a linear circuit and a power supply line. The blocks of near ends of track circuits are connected to interface units which are connected to each other and to the block of far ends of track circuits, which is connected to the power supply line.

EFFECT: high reliability and safety of train movement.

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Description

The invention relates to railway transport and can be used in systems for regulating the movement of trains on limited-length inter-station sections.

A known system for controlling the movement of trains on the stage between neighboring stations, in which the stage is divided into block sections equipped with rail chains for monitoring the availability and serviceability of the rail track, is guarded by track traffic lights, the lights of which are controlled depending on the number of free block sections in front of the train (Kazakov AA and other systems of interval regulation of train traffic. M., Transport, 1986, S. 52-54). This system is not economically efficient on lines with low traffic density due to the high costs of construction and operation of the equipment and requires power supply from sources of the first category, which are not always available.

The semi-automatic blocking system (PAB), which is more economical with a low traffic intensity, is used, when using which the duty of neighboring stations when receiving and sending trains exchange blocking signals: “Arrival of the train in full force” and “Consent to train departure”, which are fixed and PABs are used in such a way that the opening of the output signal and the departure of the train is impossible without confirmation by the neighboring station of the consent to receive the train and confirmation of the arrival of the previous train in olnom composition (Shalyagin DV devices of railway automation remote control and communication. p.272, Figure 5.2). A disadvantage of the known system is the lack of control of the integrity of the rail track on the stage and the complexity of the automated control of the arrival of the train from the stage in full force.

The closest in technical essence is the semi-automatic locking system selected as a prototype, which implements a method for determining the freedom from rolling stock of track sections on a railway line. The semi-automatic locking system contains two sets of equipment with control units, the inputs of which are connected to the first outputs of the interface units with electrical centralization, and the first outputs are connected to the control units of the corresponding input and output traffic lights of stations that limit the run, each half-set includes rail sensors installed on the control track plot, the signal from which through the shaper enters the input of the receiver unit, the data from which are fed to the interface unit with about axis counters, which generates code messages to the local highway and receives code messages from the local highway (RU 2238866, B61L 21/06, 10.27.04).

The known system does not control the serviceability of the rails and in the event of a false busy condition due to interference, it takes a long time to restore normal operation by visually checking the arrival of the train in its entirety and releasing the train.

The technical result of the invention is to increase the reliability and safety of trains on limited-length inter-train stretches.

The technical result is achieved by the fact that in the system of semi-automatic blocking for length-limited interstation sections, containing input and output traffic lights connected to the electric centralization equipment connected to the interface blocks at the stations limiting the distillation, blocks of equipment near the ends of the rail are introduced at the stations limiting the distillation circuits adjacent to the stations of the parts of the stage, and the apparatus unit of the distal ends of the distillation rail circuits adjacent to the station m of parts of the section, a linear circuit and a line of longitudinal power supply, equipment blocks of the near ends of the rail circuits adjacent to the stations of the parts of the section, respectively connected to the interface blocks, which are connected by a linear circuit to each other and to the unit of the equipment of the distant ends of the rail circuits, the power input of which is connected to the longitudinal power supply line.

The drawing shows a structural diagram of the proposed system of semi-automatic blocking for limited-length inter-train stretches.

The system of semi-automatic blocking for inter-station sections that are limited in length contains, at the stations that limit the stage, 2, input and output traffic lights 3, 4 connected to the electric centralization equipment 5, 6 connected to the interface blocks 7, 8, blocks 9, 10 of the equipment of the near ends of the rail circuits adjacent to stations 1, 2 of the sections of the stage, respectively connected to blocks 7, 8 of the interface, which are connected by a linear circuit 11 to each other and to the unit 12 of the equipment of the far ends of the distillation rail circuits, the power input to torogo connected to the line 13 of the longitudinal energy.

The system of semi-automatic locking for limited-length inter-train stretches works as follows.

Before departure of a train, for example, of an odd direction, from station 1 to station 2, the person on duty (DSP) of this station awaits consent from the DSP of station 2 for the route departure operation. Until such consent is obtained, all output signals of the odd direction of station 1 are closed and blocked. One of the conditions for giving consent is the freedom and serviceability of the rail track. This condition is controlled by blocks 9 and 10 of the equipment near the ends of the rail circuits adjacent to the stations of the parts of the stage. (The limit total length of the haul, determined by the fulfillment of the conditions of the shunt and control modes of operation of the code rail circuits with a signal current frequency of 25 Hz, is 7 kilometers). Power distillation rail chains is carried out from the equipment 9, 10 near the ends of the rail chains. The freedom and serviceability of the haul rail line is controlled by track receivers (not shown) of the haul rail circuits located in the unit 12 of the equipment for the far ends of the rail circuits, which receives energy from the longitudinal power supply line 13 with an industrial frequency current of 50 Hz. The operating mode of the unit 12 of the equipment at the far ends of the rail chains varies depending on the signals about the state of the track receivers of the rail chains. After obtaining consent to set the arrows of the departure route and opening the exit traffic light 3 of station 1, the train leaves station 1 and enters the rail circuit adjacent to the station 1 of the section. The track receiver of this rail circuit fixes the occupation of its rail circuit in the unit 12 of the far end of the rail circuits and switches the unit 12 of the equipment of the far end of the rail circuits in the sending mode towards the approaching train of the ALSN code signal. If the rail track while the train is approaching the middle of the stage remains operational, then the ALSN locomotive receiver allows the train to move at a set speed, and if the rail is damaged, the code signal at the input of the locomotive receiver decreases below its sensitivity threshold and a signal appears at the locomotive traffic light causing the train to stop. After the train enters the rail circuit adjacent to station 2, the track receiver of this rail circuit fixes the occupation of its rail circuit in the unit 12 of the far end of the rail circuits and switches the unit 12 of the equipment of the far end of the rail circuits to the coding termination mode of the previous train rail circuit and the beginning of coding towards the approaching train from the equipment 10 of the near end of the rail circuit adjacent to station 2. The corresponding signal is transmitted from the unit 12 of the far ca track circuits along a linear circuit 11 in the apparatus 10 of the proximal end of the track circuit adjacent to station 2 of the distillation. Further, if the rail track while the train is approaching the end of the stage remains operational, then the ALSN locomotive code receiver allows the train to move at a set speed, and if the rail is damaged, the code signal at the input of the locomotive receiver decreases below the sensitivity threshold and appears at the locomotive traffic light signal causing the train to stop. After the arrival of the train to station 2, the station on duty 2 sends a signal of train arrival on station 1 to station 1, which transfers the equipment 9, 10 of the near ends of the rail circuits and the unit 12 of the equipment of the far end of the rail chains to the initial state. In this case, power is again supplied to the rail circuits. If the rail track is free and serviceable, and the train to station 2 has arrived in its entirety, then the trip detectors of the rail circuits in the unit 12 of the equipment for the far end of the rail circuits are triggered and information about this via the linear circuit 11 is transmitted through the interface blocks 7, 8 to the electrical equipment centralization 5, 6 of both stations. The system returns to the initial state of readiness for departure of trains.

If trains depart at long intervals, to save energy and equipment life, the chipboard may include power to the rail circuits immediately before preparing the routes of reception and departure.

As a linear circuit 11 to reduce the cost of construction can be used existing wires interconnection. As the line 13 of the longitudinal power supply can be used the existing lighting network.

The presented example of the implementation of the semi-automatic locking system shows that at low cost of track equipment compared with semi-automatic locking with axle counters, the proposed system provides increased levels of reliability and safety in terms of controlling the arrival of the train in full strength and the health of the rails on the stage to the levels provided during self-locking .

The system has a fairly wide application, since there are many inter-station lines with a length of less than 7 km on inactive lines.

Claims (1)

A system of semi-automatic blocking for interstation lines limited in length, containing input and output traffic lights at the stations limiting the stage, connected to electrical centralization equipment connected to the interface units, characterized in that the blocks of the equipment near the ends of the rail circuits adjacent to the stations are introduced at the stations restricting the stage parts of the stage, and the unit of equipment for the far ends of the distillation rail circuits adjacent to the stations of the parts of the stage, a linear circuit and a production line power supply, the equipment blocks of the near ends of the rail circuits adjacent to the stations of the sections of the stage are connected respectively to the interface blocks, which are connected by a linear circuit to each other and to the equipment block of the far ends of the distillation rail circuits, the power input of which is connected to the longitudinal power supply line.