RU2598919C1 - Automated system for controlling train attachment devices - Google Patents

Abstract

FIELD: railway automatics and telemechanics.

SUBSTANCE: invention can be used for remote control of rolling stock attachment retainers. System comprises a communication subsystem with a shunting column and a control panel located in a duty room. Additionally this system comprises a subsystem of attachment devices control, a subsystem of targeted train stop with a wheel pair determination point and train length determination points, track relay stations of signals and display devices, electric interlocking devices and circuits of coupling with them, a subsystem of power supply connected with the control panel via at least one single controller. Herewith the communication subsystem is additionally equipped with a diagnostic display device.

EFFECT: provided is higher safety of the process.

3 cl, 2 dwg

Description

The invention relates to the field of railway transport, and in particular to the remote control of the clamps to secure the rolling stock.

An automated control system for devices for securing rolling stock (trains) is designed to remotely control devices (latches) that secure the train on the receiving and departure tracks of the railway station. Such devices include any stationary mechanized devices with electric, pneumatic, hydraulic or mechanical drives.

Currently, the following stationary mechanized devices for securing a train are known and widely used:

- stationary brake stop type UTS-380 (V. Kobzev. Development of technical means for ensuring the safety of station processes. A training manual. - M .: MIIT, 2008 - 57 S. - p. 2.2.1), which is a double-rail structure acting on the skating circle of one wheel pair of a fixed wagon;

- stationary device for securing trains on station tracks (patent RU 2086447 C1 B61K 7/02, B61K 7/16, publ. 08/10/1997) containing an elastic wedge located inside the track, formed by two brake tires, and facing its tip towards the rolling wheeled pair;

- a device for securing the rolling stock (patent RU 2122502 C1 B61K 7/16, publ. 11/27/1998), comprising a drive mounted inside the track and a frame with a carriage movably fixed to it and connected to the drive by means of a traction.

Currently known stationary devices for securing a train are controlled as follows (http://flatik.ru/razvitie-tehnicheskih-sredstv-obespecheniya-bezopasnosti-dvije-index-2; http://otherreferats.allbest.ru/transport/ 00322040_1.html). The driver stops the train (rolling stock) at the signalist's command. The signal about the presence of a wheel in the fastening zone is received by the duty officer at the station (DSP) from the signalman or with the help of limit switches connected with the skis (tires) of some stationary devices. Having received a signal about the presence of a wheel in the zone of fixation of a stationary device, the station duty officer either fixes the train from his control panel or gives the signaling officer permission to fix the train, while the “Fixation” light on the shunting column lights up, and the signalist switches the switch to shunting column to the “Lock” position. In any case, the fastening is carried out under the visual control of the signalist. The locomotive is unhooked from the train at the command of the chipboard after it receives a signaling message about the end of the train consolidation. Detachment of the crew is carried out by the signalman at the command of the station duty officer or station duty officer, subject to visual control by the signalman.

The lack of automation in the known method of controlling devices for securing the train leads to the following serious disadvantages:

- the presence of the signalman on the tracks during the process of securing the train poses a threat to his life;

- low labor productivity due to the length of the consolidation process;

- high labor costs due to the increased amount of manual labor.

Based on the patent research, automated control systems for train fastening devices at the time of filing an application for an invention are unknown.

The technical task of the invention is the creation of an automated control system for train fastening devices, which makes it possible for a train driver to stop a train in the required place of the pick-and-drop track without the presence of a signaling device in the danger zone and on the tracks.

The technical result of the invention is to increase the safety of the process, reduce labor costs, increase productivity.

To solve the technical problem and achieve the specified technical result in an automated control system for train fastening devices containing a communication subsystem with a shunting column and a control panel located at the station duty officer, according to the invention, the system includes at least: , one single controller, fastening device control subsystem, train stop sighting subsystem, equipped with a wheel pair determination point and op points determining the length of the train, track signal transmitters and display devices, the power subsystem, electrical centralization devices and the link circuit with them, while the communication subsystem is additionally equipped with a diagnostic display device.

The point for determining the wheelset and the points for determining the length of the composition contain points counting axles.

The invention is illustrated by the scheme.

In FIG. 1 is a functional diagram of an automated control system for train fastening devices; in FIG. 2 shows a control panel of devices of an automated control system.

The structure of an automated control system for train fastening devices (Fig. 1) includes:

- control subsystem 1 of the fixing device 2;

- subsystem of the targeted stop of the train with the point of determining the wheelset 3, with points of determining the length of the train 4.1-4.2, counting points of the axes 5.1-5.10, track signal repeaters 6.1-6.3 and display devices 7.1-7.2;

- a single controller 8;

- linking circuit 9 with devices of relay or microprocessor electrical centralization 14;

- a communication subsystem with a control panel 10, a diagnostic display device 11 and a shunting column 12;

- power subsystem 13.

The control subsystem 1 of the fastening device 2 (Fig. 1) is designed to control the electric drives of the fastening device and perform the following functions:

- transfer of the fixing device 2 to the upper or lower position upon receipt of an appropriate command from a single controller 8;

- turning off the power of the electric devices of the fixing device 2 when the station duty officer sends an emergency shutdown command;

- control of the upper and lower positions of the fixing device 2 and the transfer of relevant information to a single controller 8.

The structure of the control subsystem 1 of the fastening device 2 for each path includes (not shown in the figures):

- control relays of the upper and lower positions, designed to transmit commands from a single controller 8 (Fig. 1) in the control circuit of the electric drives. In the initial state, the upper and lower position relays are without current. When a single controller 8 generates a control command to transfer the fixing device 2 to the upper or lower position, the corresponding relay of the upper or lower position rises under current. For each fixing device 2, a relay is provided for the upper and lower position;

- a relay for disconnecting the supply voltage of the electric motors of the fixing device 2, designed for the case when the emergency stop button is pressed on the control panel or shunting column;

- electric drive control circuits, which are necessary for switching power circuits of the electric motors of the fixing device 2. The electric drive control circuits include starters of the upper and lower positions;

- control circuits of the upper and lower position, which include sensors for monitoring the lower and upper position. The sensors for monitoring the lower and upper positions are located directly in the fixing device 2 and are designed to transmit information about the current position of the fixing device 2 to a single controller 8.

All devices of the control subsystem 1 fixing device 2 (except for sensors for monitoring the lower and upper position) are located at the electric centralization station in a specialized cabinet.

The train stop sighting subsystem is based on the use of outdoor equipment for axle counting from the devices of the system for monitoring the free state of station sections of the track by the method of counting rolling stock axes (KSSP Ural). The train stop stop subsystem is necessary to enable the train car to stop at the desired location relative to the fastening device and to determine the presence of the corresponding wheelset in the fastening zone.

The train stop sighting subsystem includes:

- floor devices from the KSSP "Ural" system, including: a) counting points of the axes 5.1-5.10 (Fig. 1); b) track repeaters of signals 6.1-6.3 .;

- display devices 7.1-7.2.

The counting points of the axes 5.1-5.10 are designed to receive primary information about the number of axles of the rolling stock that have followed the counting point, taking into account the direction of movement, as well as to transmit the received information to a single controller 8.

Each item counting axes includes (not shown in the figure):

- a directional sensor (for example, a pair electromagnetic directional sensor of the DPEP-M type), designed to generate electrical signals of a specialized form at the moment the axis of the rolling stock passes over it;

- a floor counting unit intended for processing signals generated by the track sensor, counting the following axes of the rolling stock taking into account the direction of movement, and transmitting the received information to a single controller 8. In addition, the floor counting unit controls the health of the track sensor and its correct position relative to rail;

- junction box, providing a detachable connection of cable ends with the unit of the floor counting device;

- a cable box designed to accommodate a floor counting unit and junction box.

The track sensor and the floor counter unit are interconnected using a specialized cable, which is an integral part of the sensor. The cable box is installed in close proximity to the location of the track sensor.

To determine the distance that the train must travel to the moment the stop axle stops in the fixation zone, each pick-up track equipped with fixation devices provides a point for determining the wheel pair 3 in the fixation zone, including counting points for axles 5.4, 5.5, 5.6, 5.7.

To determine the length of the rolling stock, taken on the track, equipped with fastening devices, on each receiving-departure track of the station, the points for determining the length of the train 4.1 and 4.2 are provided. The points for determining the length of the train 4.1 and 4.2 are placed on the pick-up track at a distance of not less than 100 m from the extreme point of the axle counting as part of the point of determining the wheelset 3.

Each item for determining the length of the composition includes three counting items.

Track repeaters of signals 6.1, 6.2 and 6.3 are designed to connect 8 remote points of axis counting to a single controller. Way signal repeaters should be used if the calculated length of the power and communication cable to any point counting the axes exceeds 1000 m. In this case, the number of way signal repeaters should be equal to the number of full kilometers of the estimated cable length. The installation location of the track signal repeaters is selected so that the length of each branch of the power and communication cable adjacent to the signal track repeaters does not exceed 1000 m.

Display devices 7.1 and 7.2 are intended for visual display to the driver of the distance remaining until the train stops. The display device is mounted on the mast of the output traffic light of the track or on a separate traffic light mast.

The train driver stops the train in the required place according to the readings of the display devices. The information on the display devices and the presence of the wheel in the fastening zone is formed by the train sighting subsystem.

A single controller 8 (Fig. 1) has a modular design and is located in a specialized cabinet for managing the computer complex installed at the electric centralization station located at the railway station.

A single controller 8 is designed to perform the following functions:

- determination of the length of the train on the basis of data received from points determining the length of the train 4.1 and 4.2 .;

- determining the distance to the stop of the train, based on the calculated length of the train and the data received from the point of determination of the wheelset 3;

- transfer to the display devices 7.1 and 7.2 data on the distance to the stop of the train;

- control of the presence / absence of an established train route for receiving onto a track equipped with a securing device 2;

- control of the presence of a fixed wheel pair in the fixing zone on the basis of data received from the point of definition of the wheel pair 3;

- monitoring the current position of the pinning device 2 by processing data received from the communication subsystem;

- control of the presence / absence of the command of the station duty officer to consolidate the staff;

- control of the presence / absence of a command from the station duty officer to switch to the "Auxiliary control" mode;

- control of the presence / absence of a command from the station duty officer to switch to the Normalization mode for each track equipped with automatic control systems;

- controlling the operation of the relay of the upper and lower positions of the control subsystem 1 for each path equipped with a fixing device 2;

- management of the operation of the relay control the lower position (from the composition of the link circuit 9 with electrical centralization devices 14);

- control of the presence in the electric lock of local control keys for each path;

- transfer of diagnostic information to the diagnostic display device 11 of the communication subsystem;

- the ability to exchange data with other diagnostic devices and remote monitoring.

The composition of the linking circuit 9 with electrical centralization devices 14 includes (not shown in the figures):

- low position control relay;

- relay monitoring the closure of the track in the train route for receiving an odd train;

- relay monitoring the closure of the track in the train route for receiving an even train;

- the relay of inclusion of the Normalization mode;

- contact switching circuits above the indicated relays.

The control relay of the lower position is designed to transmit to the devices of electrical centralization 14 (Fig. 1) information about the current lower position of the fixing device 2 on the way. The contacts of the lower position monitoring relay block the excitation circuits of the signal relays in the receiving or departing routes if there is no control of the lower position of the fastening device 2. The presence of the lower position monitoring relay is provided for each track equipped with devices of the automated control system of the fastening devices of the train 2.

The relay for monitoring the closure of the track in the train route for receiving an odd train and the relay for monitoring the closure of the track in the train route for receiving an even train are necessary to transmit information to the single controller 8 about the presence of an established odd or even train or shunting route for receiving onto the track. The indicated relays are individual for each receiving and departure track equipped with fastening devices 2. Track closure control relays in the train route for receiving an odd train must be installed if the receiving and receiving track equipped with fastening devices 2 provides for fastening of trains received from the odd neck of the station. A relay monitoring the closure of the track in the train route for receiving an even train must be installed if the pick-up track provides for the consolidation of trains received from the even neck of the station. In the initial state, these relays are without current. In the case of setting an even or odd receive route to the path, the corresponding relay is energized. The contacts of these relays transmit information to a single controller 8 about the established route of the train. In addition, at the time of closure of the receiving route to the path, the process of restoring the initial state of the corresponding outdoor equipment of the aim stop station of the train participating in the established receiving route is started.

The enable relay of the "Normalization" mode is designed to provide the ability to turn off the control of the lower position of the fixing device 2 from the dependence when the "Normalization" mode is on. Relays for switching on the Normalization mode are provided for each pick-and-drop path equipped with devices of an automated control system.

Communication subsystem includes:

- the control panel of the fastening devices - further, the control panel 10;

- diagnostic display device 11;

- contact polling circuit of the control buttons and the local control key (not shown in the figures);

- data exchange circuits between a single controller 8 and the control panel 10;

- shunting column 12.

The control panel 10 (Fig. 2) is designed to provide the ability to control all devices of the automated control system, as well as display the current status of the devices. The control panel 10 is installed at the workplace of the station duty officer.

On the remote control 10 posted:

- information display screen 15, intended to display information: about the current position of the fixing device 2, about the presence / absence of malfunctions; Unauthorized access to devices

- display panel 16, including:

- switch fixing / unfastening composition 17;

- emergency stop button 18, designed to urgently turn off the power of the engines of the fixing device in cases that threaten the health of staff;

- a button for switching to the "Auxiliary control" mode (not shown in the figures);

- switch to the "Normalization" 19;

- electric strike of the local control key 20.

The diagnostic display device 11 (Fig. 1) is designed to enable the display personnel to display diagnostic information about the current technical condition of the devices of the automated control system, as well as archiving and logging this information with the possibility of its subsequent transmission to remote diagnostics and monitoring devices.

The shunting column 12 (Fig. 1) is necessary to provide the ability to control devices of the automated control system directly in the place of fixing the composition.

On the front panel of the shunting column 12 are placed (not shown in the figures):

- switch securing / unfastening the composition;

- emergency stop button;

- electric strike of the local control key;

indicators: “ATTACHED”, “LOWER POSITION MONITORING”, “UPPER POSITION MONITORING”, “NORMALIZATION”, “LOCAL MANAGEMENT”, “FAULT”, “EMERGENCY STOP”.

The indicator “ATTACHED” in the initial state is off. In the presence of control of the location of the fixed wheel pair in the fixing zone, it switches to a flashing operation mode. The indicator “ATTACHED” switches to continuous operation after transferring the fastening device 2 (Fig. 1) to the upper position with the presence of a fixed wheel pair in the fastening zone controlled.

The “LOWER POSITION CONTROL” indicator, “UPPER POSITION CONTROL” are intended to display information about the current position of the fastening device 2. The “LOWER POSITION CONTROL” indicator lights up continuously when there is a control of the lower position of the fastening device 2, and the “UPPER POSITION CONTROL” indicator is monitoring the top position of the securing device 2. If there is no reliable control of the current position of the securing device 2 indicators “LOWER POSITION MONITOR” and “UPPER CONTROL” LOCATIONS »switch to flashing operation mode.

The red indicator “NORMALIZATION” is intended for displaying information about the “Normalization” mode on / off. When the “Normalization” mode is off, the indicated indicator lights continuously, and when it is on, it works in a blinking mode.

The “LOCAL MANAGEMENT” indicator is designed to display information about the switching of the corresponding docking device to the local control mode. In the initial state, the LOCAL MANAGEMENT indicator is off. When the local control key is removed, the indicator works in a flashing mode. After installing the local control key in the electric latch, the LOCAL CONTROL indicator lights up continuously.

The “FAULT” indicator is necessary to display information about the presence of a malfunction in the operation of the devices of the automated control system. In the initial state, the indicated indicator glows continuously. In the event of a malfunction in the operation of the devices of the automated control system, the MALFUNCTION indicator switches to flashing operation mode.

The “EMERGENCY STOP” indicator lights up continuously when the emergency stop button is pressed. After pressing the indicated button, the “EMERGENCY STOP” indicator switches to flashing operation mode.

The power subsystem 13 includes (not shown in the figures):

- two isolation transformers;

- three uninterruptible power supply devices;

- two devices for connecting a backup power circuit;

- source of power.

The first isolation transformer is necessary for powering the drives of the fastening device 2 (Fig. 1), as well as galvanic isolation of the operating circuits of these drives from an external power source.

The second isolation transformer is designed to form power circuits of the cabinet controlling the computer complex and display devices 7.1 and 7.2. In this case, the power supply to the cabinet managing the computing complex should be provided from a separate secondary winding of the second isolation transformer, the power supply circuits of the display devices 7.1 and 7.2 are connected to the other secondary windings. Based on the permissible size of the maximum phase load, no more than two cabinets controlling the computer complex and no more than thirty display devices can be connected to the second isolation transformer.

The first uninterruptible power supply device is necessary to ensure the operability of the outdoor equipment of the aim stop train subsystem when switching power feeders of station devices, as well as during the start-up of the diesel generator unit in the absence of voltage on the main and backup power feeders.

The second uninterruptible power supply device is designed to ensure the operability of equipment located in shunting columns when switching power feeders of station devices, as well as during the start-up of a diesel generator unit in the absence of voltage on the main and backup power feeders.

The third uninterruptible power supply device is designed to provide uninterrupted power supply to the 7.1 and 7.2 display devices for a period of at least 3 minutes, sufficient to switch the external power supply from the main source to the backup one and vice versa. The type of uninterruptible power supply device used depends on the number of display devices connected to it. In this case, no more than fifteen display devices can be connected to one uninterruptible power supply device. Each uninterruptible power supply device is connected to the corresponding secondary winding of the second isolation transformer.

The backup power supply connection devices are designed to automatically connect power supply circuits to uninterruptible power supply devices as part of a single controller 8 and the first uninterruptible power supply device in case of switching off the voltage of the external power source.

The power source is designed to generate power voltage for outdoor equipment of the sighting stop train subsystem.

Isolation transformers, the second and third uninterruptible power supply devices are located in a cabinet of an automated train fastening control system, and the first uninterruptible power supply device, two backup power supply devices and a power source are located in a cabinet controlling a computer complex.

The power supply to the devices of the automated control system for fastening the train (connecting isolation transformers) is provided from an external three-phase source of guaranteed power supply. As a specified source, power supplies of electric centralization at the station can be used, provided that these devices provide the ability to connect the additional load necessary for the devices of the automated control system for fastening the train.

An automated system for controlling devices for securing a train operates as follows.

In the initial state, the fixing device 2 (Fig. 1) is in the lower position. The local control keys are located in the electric latch 20 of the control panel 10 (Fig. 2). On the display panel 16 of the control panel 10, an indication of the lower position of the fixing device is turned on. None: an indication of the readiness of the devices for fastening, an indication of the upper position of the fastening device, an indication of the presence of a malfunction, emergency stop, transfer to local control and the “Normalization” mode enabled. The counting points of the axes 5.1-5.10 (Fig. 1) are in a deactivated state, in which a single controller 8 does not count the number of axes that have passed over them, but continuously monitors their good technical condition and correct position relative to the rail.

To receive a train to the station, the station attendant, in the established order, sets the route for receiving the train on the track and warns the driver of the arriving train that the receiving track is equipped with devices of an automated train fastening control system.

The following describes the operation of the devices of the automated control system during train reception.

After the route is closed by the contacts of the track closure monitoring relay in the train route, a control command is sent to the single controller 8 to activate the axle counting points located in the points for determining the length of the train 4.1-4.2 and in the point of determining the pair of wheels 3. The single controller 8 activates the points of counting the axles train receiving algorithm.

When the train passes through the counting points of the axes 5.1-5.3 and 5.8-5.10 located in the points for determining the length of the train 4.1-4.2, a single controller 8 calculates the length of the received train based on the interaxle distances.

At the moment the first axis of the received train enters the point of counting the axes located in the wheel pair 3 determination point, the single controller 8 starts the algorithm for calculating the required distance to the stop of the train and generates a control command to turn on the corresponding value on the display devices 7.1 and 7.2 in the form of a three-digit number, showing the distance in meters to the place where the locomotive stops.

After the second axis of the fixed car enters the fastening zone, a single controller 8 generates and transmits to the display devices 7.1 and 7.2 a control command for displaying the indication “000”.

The driver must stop the train so that on display devices 7.1-7.2 the readings have a value of "000". Provided that the second axis of the fixed car is in the fastening zone, a single controller 8 generates a command to turn on the indication of the readiness of the automated control system devices for fastening the train. On the display panel 16 (Fig. 2) of the control panel 10, the corresponding indication is turned on.

The station attendant, having ascertained from the readings on the control panel 10, about the readiness of the devices can give a command to fix the train by moving and briefly holding (from 2 to 3 seconds) the train 17 fastening / unfastening switch to the “Fastening” position. After translating the specified switch, a single controller 8 (Fig. 1) generates a control command for the control subsystem 1 to translate the fixing device 2 to the upper position.

At the time of the beginning of the transfer of the fixing device 2 to the upper position, the control subsystem 1 transfers the corresponding information to a single controller 8. A single controller 8 generates a control command to turn off the lower position monitoring relay from the linking circuit 9. The lower position monitoring relay contacts block the ability of the station duty officers to send and receive routes to this path. At the same time, on the control panel 10, the indication of the lower position and the indication of readiness for fixing the corresponding fixing device 2 are turned off.

After moving the fixing device 2 to the upper position (fixing the composition), the control subsystem 1 transfers the corresponding information to a single controller 8. A single controller 8 generates a control command for the inclusion on the control panel 10 of the corresponding indication of the upper position of the fixing device 2 and the fixed state of the composition.

The order of operation of the devices of the automated control system during train unfastening.

When the locomotive is fed into the train, the station duty officer warns the driver that the train is secured by devices of an automated control system.

After combining the locomotive with the train (train), the train is upset or drawn, depending on the location of the locomotive, in the direction opposite to the slope. The wheel pair leaves the zone of operation of the fastening device 2. A single controller 8, based on the data received from the point of determination of the wheel pair 3, generates a control signal indicating the absence of a fixed wheel pair in the zone of fastening. On the control panel 10, the corresponding indication is turned on. Next, the station attendant gives a command to unfasten the train by transferring and briefly holding (from 2 to 3 seconds) the fastening / unfastening switch of the train 17 (Fig. 2) to the “Unfastened” position.

A single controller 8 (Fig. 1), with control of the absence of the penultimate wheel pair of the last car in the fastening zone, generates a control signal 1 for the control subsystem 2 to translate the fastening device 2 to the lower position.

After receiving information from the control subsystem 1 on transferring the securing device 2 to the lower position, the single controller 8 generates a control signal for activating the lower position monitoring relay as part of the linking 9. The lower position monitoring relay contacts release the block for setting receive routes to this path and departure from this the way. At the same time, on the control panel 10, the indication of the lower position of the fixing device 2 is turned on.

The procedure for transferring devices of an automated control system for train fastening devices to local control.

This work is performed during maintenance or in emergency situations.

To transfer control of the operation of the fixing device 2 (Fig. 1) to the shunting column 12, the station duty officer must remove the local control key from the electric latch 20 located on the control panel 10 (Fig. 2) and transfer it to the person responsible for maintaining the device in good working condition consolidation. At the time of removal of the key from the electric latch 20, a single controller 8 generates a control signal to enable the indication of transmission to the local control of the corresponding fixing device. At the same time, a single controller 8 blocks the input control circuits connected to the contacts of the train fastening / unfastening switch.

After installing the local control key in the electric latch located on the shunting column 12 (Fig. 1), and turning it, the single controller 8 unlocks the contact polling circuit of the train fastening / unfastening switch located on the shunting column 12. The person responsible for the maintenance in good condition a fixing device, it is possible to fix or unfasten the train by moving the train fastening / unfastening switch to the appropriate position. In this case, the transfer of the fastening device 2 is carried out according to the instructions of a single controller 8 without checking the conditions for the presence or absence of a fixed wheel in the fastening zone.

One single controller 8 provides the ability to equip devices of an automated control system for train fastening devices - up to fifteen pick-and-drop tracks. If you need to equip more paths, you must use an additional single controller.

An automated control system for train fastening devices can be used at railway stations:

- equipped with devices of relay or microprocessor electrical centralization;

- with any kind of train traction.

An automated control system for train fastening devices provides the following functions:

- display to the train driver of information about the distance that must be reached before the train stops and its subsequent fastening;

- automatic control of the location of the wheelset in the fastening zone and the fastening of the rolling stock at the command of the station duty officer;

- fixing the rolling stock at the command of the station duty officer in the "Auxiliary control" mode;

- release of rolling stock at the command of the station duty officer;

- the ability to transfer, at the command of the station duty officer, the control of fastening devices to the shunting column;

- blocking the transfer of fastening devices to the upper position (the working position corresponding to the fixed train) for a given train or shunting route for receiving or departing from this path;

- blocking the job of train routes of departure or reception on a given path in the absence of control of the lower position of the fastening devices (inoperative position corresponding to a loose train, not obstructing movement);

- display of the current state of the fixing devices at the workplace of the station duty officer and the shunting column;

- transition to the "Normalization" mode.

The train operator is shown the information about the distance that must be reached before the train stops and is subsequently secured by the automated control system of the train securing devices only if there is a previously set receiving route to the track. For non-routed movements, the display of this information is not provided.

The management of fastening devices from a shunting column is usually used in the maintenance of devices.

In order to exclude the possibility of simultaneous control of fastening devices - from the shunting column and from the station duty station post - a local control key is used, which is stored at the station duty station post. With the key removed, the control circuits of the fixing devices from the control panel located at the station duty station are blocked. To enable the local control mode, it is necessary to insert the local control key into the electric latch on the panel of the shunting column and turn it 90 °. For each track equipped with fastening devices, an appropriate local control key is provided.

The "Auxiliary control" mode is designed to provide the possibility of fixing the rolling stock in the absence of control of the presence of a pair of wheels in the fixing zone. Switching to the "Auxiliary control" mode is carried out by the station attendant by pressing a specialized button on the control panel.

When the “Normalization” mode is on, the fastening devices in the working position are automatically put into the inactive position. After gaining control of the inoperative position of the fastening devices, the latter are switched off depending on electrical centralization. In this case, the electric centralization devices continue to operate in the established order. Switching to the “Normalization” mode is carried out at the command of the station duty officer by translating the corresponding switch on the control panel of the automated control system. In addition, for each path equipped with fastening devices, a separate switch is provided.

Automation of the control process of train fastening devices using an automated control system allows you to:

- reduce the duration of consolidation, thereby ensuring an increase in labor productivity;

- eliminate the need for the presence of a person (signalman) in the danger zone on the tracks during the fastening of the train, thereby ensuring an increase in the safety of the process;

- exclude the signalman from the staff list, thereby ensuring a reduction in labor costs.

Claims (3)

1. An automated control system for train fastening devices, comprising a subsystem for communicating with a shunting column and a control panel located at the station attendant, characterized in that the system includes a fastening device control subsystem, an aim stop train subsystem equipped with a wheel pair determination point and definition points lengths of the train, track signal repeaters and display devices, electrical centralization devices and linking circuits with them, electronic subsystem opitaniya associated with a control panel via at least one single controller, wherein the communication subsystem is further provided with a diagnostic display device. 2. The automated control system according to claim 1, characterized in that the wheel pair determination point contains axle counting points. 3. The automated control system according to claim 1, characterized in that each item for determining the length of the composition contains items counting axes.

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