RU2606755C1 - Method of workers alerting on approaching of rolling stock when performing operations on railway track - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to field of railway automatics and telemetry systems for track workers notification. In method from rolling stock detectors, arranged on one or two railway tracks on both sides of works performance place, at each side by two sensors at one track at distance from each other, warning signal is transmitted from system unit to central control unit with transmission of alarm signal from both sensors to system unit, installed on one track, and with notification signals transmission sequence from these sensors, corresponding to direction towards works performance place, and when notification signals input to system unit only from one of two sensors and in absence of warning signals from second sensor does not transmit warning signal from system unit to central control unit, upon that, at CCU warning system corresponding direction failure is recorded.

EFFECT: enabling higher reliability of alarm system.

1 cl, 1 dwg

Description

The invention relates to railway transport, in particular, to the technology of using a warning system for workers about the approach of railway rolling stock when performing repairs of the railway transport infrastructure, in particular the “out of window” railway track.

A known warning system for workers about the approach of railway rolling stock (SORZH), containing a central control unit including a radio signal receiver, sirens, detection sensors of rolling stock intended for installation along the track, and the corresponding radio signal transmitters connected to them are system units. The system contains at least four sensors for detecting rolling stock to place at least two on each path on each side of the track, and the central control unit (CBU) is configured to receive radio signals from system units with a frequency sufficient to determine the start order of activation of the sensors for detecting rolling stock and determine the direction of movement of the train. For use on a double track railway, the system comprises at least eight sensors for detecting rolling stock. Each rolling stock detection sensor is an ultrasonic sensor designed to be mounted on a rail neck. Each radio signal transmitter is a system unit with an integrated signal radio station connected to one rolling stock detection sensor or to two rolling stock detection sensors located on one side of the track work site. As sirens, the system contains individually portable sirens and at least one collective siren (RU 137532 U1, 02.20.2014). The notification method carried out using this system is as follows. Before starting work on both sides of the work front, sensors for detecting rolling stock are installed. The sensors install on one of the railroad tracks the path along which the movement is open, at such a distance from the boundaries of the front of the work that the moving rolling stock approaches the front line no earlier than 60 seconds. At least two sensors are installed on each track on each side of the front of the work at a distance of about 10 m. When rolling stock is detected, the sensor transmits information via cable to the system unit located on the side of the track. The system unit by means of the built-in signal radio station transmits an alert signal over the radio channel to the central control unit, which is under the control of the central signalman and is usually located in the center of the front of work. The CBU broadcasts an alert signal over the air to all collective and individual sirens. When approaching, the rolling stock activates the sensors sequentially in turn and in an order depending on the direction of movement. This happens very quickly, therefore, the CBU provides an interrogation of each sensor with a frequency sufficient to determine the order in which the sensors start activation. The survey is carried out at a frequency of 10 times per second, which allows you to determine the direction of movement of the rolling stock. In this case, a situation may arise when the signal is generated by only one of the group of two sensors installed on the track rail, for example, when a person or animal or leveling cart is in the detection zone. At the same time, a false proximity signal can be transmitted to the CBU and collective and individual sirens.

The objective of the invention is to increase the reliability of warning employees about the approach of rolling stock.

The technical result of the invention is the elimination of false alarms.

The technical result is achieved by the fact that in the method of warning about the approach of railway rolling stock, which consists in the fact that from the sensors for detecting rolling stock located on one or two railway tracks on either side of the work site, on each side a group of two or four two sensors on the same path at a distance from each other, transmit control signals to the corresponding system unit and, when the sensors detect rolling stock, warning signals, transmit the received signals the channels on the radio channel to the central control unit (CBU), with which the signals are transmitted on the radio channel to collective and individual sirens, according to the invention, the transmission of the warning signal from the system unit to the central control unit is carried out only when the warning signal from both sensors is transmitted to the system unit, installed on the same path, and with the sequence of transmission of warning signals from these sensors, corresponding to the direction towards the place of work, and when entering the system the block of warning signals from only one of the two sensors and in the absence of warning signals from the second sensor do not transmit warning signals from the system unit to the central control unit, while a failure of the corresponding direction of the warning system is recorded on the central control unit.

In addition, the transmission of control signals from each system unit to the central control unit is carried out only when control signals are received from both sensors installed on the same path, and when control signals are received from only one of the two sensors and in the absence of control signals from the second sensor, transmission is stopped control signals from the system unit to the central control unit, while a failure of the corresponding direction of the warning system is recorded on the central control unit.

The drawing shows a diagram of the organization of alerts working on a double-track section during the overhaul of the railway track "out of the window".

The proposed method is carried out using a warning system for workers about the approach of railway rolling stock when performing repairs of the railway transport infrastructure (SORZH). SORZH is intended for the automated notification of workers on the railway tracks of the approaching railway rolling stock when performing repair of the railway track using the “window” technology. SORZH is designed for use on sections of railways with speeds of up to 200 km / h with electric traction of direct current, alternating current and autonomous traction, equipped with rails, sleepers and ballast of any type used by Russian Railways. SORZH is designed to work in all climatic zones of the Russian Federation, at all times of the year and day, in which work is carried out to repair the railway track. SORG should be used as an information system without canceling the existing procedure for ensuring the safety of workers and traffic safety with fencing of the place of work with standard signalmen equipped with wearable radio stations.

The following devices are included in the composition of the technical means of SORZ:

- sensors 1 detection of railway rolling stock (DOP);

- system units 2 with radio transmitters (SB);

- a central control unit 3 with a radio station (CBU);

- collective portable sirens 4 with radio stations (KPO);

- collective mobile sirens 5 with radio stations (KPO-M);

- Repeater 6 (RT) (optional);

- individual wearable sirens 7 with radios (INO);

- auxiliary equipment.

Sensor 1 detection of rolling stock (DOP) is a portable device that is installed quickly on the bottom of the rail of the railway track 8 on which the movement of trains.

Installation of DOP 1 is carried out from the outside of the rail. On the sole of the rail, DOP 1 must be fixed with a screw clamp.

DOP 1 contains an ultrasonic transmitter and receiver, a driver of monitoring and warning signals and a device for monitoring the correct installation.

The detection of rolling stock is carried out as a result of the reception transmitted by the transmitter of the ultrasonic signal reflected from the rolling stock housing.

When the condition of the DOP 1 is in good condition, if it is installed correctly (in the vertical position of the sensor housing) and if there is no rolling stock in the zone of its operation (within a radius of about 1 m), they are fed through the connecting cable to the system unit 2 every 3- 5 seconds control code signals.

When rolling stock is detected, the transmission of control signals ceases, and alarm signals are sent to the SB 2 input every 3-5 seconds.

The transmission of warning signals continues until the rolling stock passes the installation site of ADD 1, after which the transmission of control signals resumes.

The transmission of control signals from DOP 1 to SB 2 stops when it fails or if the correct installation is violated (deviation from the vertical position of the case by more than 15-20 °).

At each point of detection of rolling stock, a group of two DOP 1s should be installed, located on the sole of one rail at a distance of 8-10 m from each other.

The transmission of warning warning signals is carried out when rolling stock is detected by both ADTs of group 1. The presence in each group of two spatially separated DOP 1 makes it possible to determine the direction of movement of the rolling stock and provides protection against false alarms when a person, animal or leveling cart is in the detection zone, because these objects cannot act simultaneously on both DOP 1.

DOP 1 is connected to the SB 2 system unit with four-wire cables, through which signals are transmitted and remote power supply of DOP 1 from the SB 2 battery is carried out.

The commissioning of ADP 1 is carried out after they are connected to SB 2 by inserting into the socket on the SB and turning the start key.

The normal functioning of both DOP 1 groups is signaled by the glow of a green indicator on SB 2.

The transmission of control signals from SB 2 to the CPU 3 is carried out only upon receipt of the code control signals from both the additional 1 group.

When disconnecting or removing the DOP 1 from the bottom of the rail, re-inclusion is possible only by re-inserting and turning the start key on SB 2.

The key switch must always be at the central signaling device. This provides protection against the intentional improper placement of DOP 1 (for example, outside the control zone for the presence of rolling stock).

When repairing railway 9 on a three-track section with open movement of trains in both directions along two tracks 8, it is necessary to install four additional 1 (two additional 1 on each track) connected to one SB 2. Control signals on SB 2 should at the same time come from each of the four additional 1.

The alert signal should be transmitted to SB 2 from each group of two DOPs of one path 8, in a manner similar to that discussed above. In this embodiment, the information transmitted from SB 2 to the CBU 3, as well as for the double-track section, should contain only information about the approach of the rolling stock from a certain direction without indicating which of the two paths.

The system unit 2 with a radio transmitter (SB) is intended for analysis and conversion of control signals and warning signals received from ADT 1 into signals transmitted over the air to CBU 3.

SB 2 is designed to connect up to four additional 1 (two from each path 8).

The transmission of control signals from SB 2 to CBU 3 is carried out only upon receipt of the corresponding code signals from all connected DOP 1. The transmission of warning signals from SB 2 to CBU 3 is carried out upon receipt of the corresponding code signal from a group of two DOP 1 of each path 8 of a two-track or three-track section .

Upon receipt of control code signals or warning signals from only one of the group of two or four DOP 1, control signals (warning signals) from SB 2 to CB 3 are not transmitted, as a result of which the failure of the corresponding direction of the warning system is indicated to CB 3.

Thus, from each group of SB + 2 DOP or SB + 4 DOP, the following information is received by CBU 3:

- control signals;

- warning signals (during the passage of rolling stock towards the site of work);

- lack of signals (information about the failure of the SB + DOP or radio channel between the SB and the Central Bank);

- the signal of passage of the group DOP 1 rolling stock, moving away from the place of work.

SB 2 is installed on a tripod stand at a distance of no more than 15 m from each DOP 1, observing the requirements for the proximity of buildings C. Depending on the radio reception conditions, the antenna is installed either directly in a detachable connector on SB 2 or on a separate tripod stand and connected to SB 2 coaxial cable no longer than 3 m.

The inclusion of SB + DOP in the operating mode is carried out by the key.

To charge the battery, the charger is connected to the corresponding connector SB 2.

The central control unit 3 with a radio station (CBU) provides:

a) receiving over the air from SB 2 installed on each side of the site of work, control signals, a warning signal and a detection signal for rolling stock moving away from the place of work;

b) the formation and reproduction of acoustic control signals, warning signals and an alarm signal (communication failure with each SB);

c) automatic transmission by radio channel of control signals and warning signal KPO 4, KPO-M 5 and INO 7;

g) manual inclusion on the Central Bank 3 4 transmission to KPO, KPO-M 5 and INO 7 warning signal;

e) automatic registration of each inclusion of an alert with reference to local time;

e) the following optical indication on the information panel:

1) the receipt of control signals from each SB 2;

2) the receipt of a warning signal from a specific SB 2;

3) violation of radio communication with a specific SB 2;

4) the arrival of the signal passage of the zone DOP 1 rolling stock, moving away from the place of work from each SB 2;

5) “Norm / Failure” indication from each KPO 4 (KPO-M 5) - up to 30 pcs .;

6) an indication of the maximum discharge of the battery in a particular KPO 4, SB 2, CBU 3;

7) indication “Norm / Failure” of the central bank 3.

The change or appearance of the optical indication on the information panel of the CPU 3 is accompanied by an intermittent tone, different from the control tones, turning off by pressing the corresponding non-locking button on the CPU 3.

At CBU 3, the devices included in the SORZ kit are registered, assigned to the corresponding structural unit of the central directorate for track repair (CDRP) (track machine station - ICP, brigade, etc.). Registration is performed by installing 3 conditional numbers (data) of each of the devices at the manufacturer in the CBU database.

Devices that are not registered in CBU 3 cannot function as part of a specific kit.

The registration of devices in the CBU 3 provides protection for the SORZ kit against false reception of signals operating in the same frequency range of the SORG kit used by another unit in another work area located in the mutual radio visibility zone.

Viewing and copying the records of an executed alert registered in CBU 3 is carried out using a laptop computer in accordance with the recommendations of the operating instructions.

The time it takes for the central control unit 3 to receive control signals from SB 2 in each direction should be different from each other (for example, the 15th and 14th seconds) in order to minimize cases of mutual suppression.

If the reception of control signals from SB 2 of one of the directions disappears at the CBU 3 and upon the receipt of control signals from SB 2 of the other direction, the playback and broadcast of the control signals to KPO 4, KPO-M 5 and INO 7 should stop.

CBU 3 is mounted on a tripod stand, taking into account the central signaling operator's convenience in monitoring and controlling the system. The antenna, depending on the radio reception conditions, is mounted either directly on the CBU 3 or on a separate tripod stand and connected to the CBU 3 by a coaxial cable with detachable connectors.

On the case of the CPU 3 has a connector for connecting a charger.

It is possible to wear the central computer in working position by a central signaling officer.

Collective portable siren 4 with a radio station (KPO) provides:

a) reproduction of audible control signals, audible and optical warning signals when receiving commands from CBU 3 over the air;

b) analysis of the quality of reproduced acoustic signals and transmission of information on normal functioning or failure by radio channel to the Central Bank 3;

c) the ability to manually enable the playback of acoustic and optical warning signals using the button on the KPO 4 case.

The analysis of the quality of acoustic monitoring and warning signals is carried out using a signal microphone installed in the KPO 4 case, which accepts reproducible signals, connected to the input of the analyzing device, generating “Norm / Failure” messages transmitted to the CPU 3 via a radio channel.

KPO 4 is installed on a tripod stand and is transferred, as the brigade moves, by one of the workers.

The installation height of the KPO 4 loudspeakers should be chosen taking into account the exclusion of the possibility of direct exposure to the ear of a worker (usually not higher than 1.5 m).

The length of the warning zone in the absence of noise from operating machines or other devices (with a noise level of not more than 50 dB) in each direction of the railway track is approximately 60 m.

At a noise level of 100 dB, the length of the warning zone in each direction is approximately 5 m.

Collective mobile siren 5 with a radio station (KPO-M) provides the same functions as KPO 4.

KPO-M 5 is designed for installation on all types of track machines and mechanisms, including:

- laying crane UK-25/9;

- motor platform MPD, MPD-2;

- ELB electroballaster;

- straightening-tamping-leveling machine VPR;

- dynamic path stabilizer chipboard, SPP;

- crushed stone cleaning machine C2-600, C2-601, etc.

Power supply KPO-M 5 is carried out from the on-board network of machines, voltage 12-28 V DC. The connection of the power source of the track machine with KPO-M 5 is carried out by a cable with detachable connectors. The maximum current consumption when transmitting an alert does not exceed 12 A.

The analysis of the quality of reproduced acoustic control and warning signals and the approximate length of the warning zones are similar to those indicated for KPO 4.

The height of the loudspeakers should not be lower than 2.5 m above the level of the ballast.

Instead of KPO-M 5, an ELOD-160M1 device manufactured by Vladimir Elektropribor-1 LLC, which has the same parameters as KPO-M and performs the functions specified for KPO-M 5, can be used.

An individual wearable siren 7 (INO) provides the reproduction of a sound, optical and vibration warning signal and an optical control signal when receiving corresponding commands from the central control unit 3 via a radio channel.

The design of INO 7 is designed to be worn by workers in the process of performing work. INO 7 is issued to persons outside the KPO 4 notification zones (KPO-M 5).

The control signals are reproduced by the glow of the optical indicator INO 7.

Repeater 6 (RT) is designed to ensure stable radio communication between SB 2 and CPU 3 when it is impossible to establish direct radio communication between these devices. As a repeater 6, an additional set of SB 2 can be used, which operates in the relay mode of signals when it is switched on without connecting cables with ADD 1.

The installation location of RT 6 is selected depending on the propagation conditions of the radio waves, as a rule, in the middle of the section between SB 2 and CBU 3.

RT 6 is mounted on a tripod stand. The antenna is mounted either directly on the PT 6 or on a separate stand using a connecting cable. When installing the RT 6 near the railway lines, the clearance of the buildings should be observed.

Auxiliary devices include:

- Chargers for charging batteries KPO 4, SB 2, CBU 3, RT 6 and INO 7;

- containers for storing and carrying equipment;

- transceiver antennas with bases for installation on a railway track;

- connecting cables for connecting antennas and ADD 1 to SB 2.

Repair work is carried out in this example on one railway line 9, on which traffic for the period of the “window” is stopped. At the same time, the movement is open in both directions along the adjacent track 8 on the two-track section and along two adjacent tracks 8 on the three-track section.

The notification of the approach of rolling stock at the double-track section is as follows.

On both sides of the site of work on track 8, on which the movement of trains is open, additional 1 should be installed: a group of two additional 1 on one rail at a distance of about 10 m between them.

The groups of additional 1 should be installed at a distance from the boundary of the site, defined as follows:

L = V _max / 60,

where L is the distance from the group ADD 1 to the border of the site in kilometers;

V _max - the maximum speed of trains (rolling stock) allowed for a given section of the railway in km / h.

So, for example, for a speed V _max = 200 km / h:

L = 200/60 = 3.33 km.

DOP 1 is installed on the outside of the rail and is attached to the rail sole with a screw clamp. The connection of each additional 1 with SB 2 is carried out by a cable with detachable connectors.

SB 2 is installed on the subgrade taking into account the connection of two DOP 1 (the distance between which is approximately 10 m) and compliance with the approximation size of buildings.

The control signals are transmitted by SB 2 to CBU 3 only when a group of two DOP 1s is connected, installed on one rail at a distance of approximately 10 m.

The warning signal is turned on when the rolling stock is simultaneously in the zone of two additional 1 group and moving it towards the site on which work is being carried out.

In case of failure of one ADT 1 from the group of two ADTs, the transmission of control signals from SB 2 to CBU 3 stops.

The operation of the group of DOP 1, connected to SB 2, is carried out by a special key inserted into the socket on SB 2. When the DOP 1 is installed correctly (vertically), after turning the key, the optical indicator on SB2 should light up, signaling the presence of control signals from the DOP group 1, transmitted to the central control unit 3. If, at the same time, it is removed from the sole of the rail and re-installed DOP 1, then even if it is installed correctly, the broadcast of control signals should not resume. The transmission of control signals can resume only after repeated insertion and rotation of the key on SB 2.

The central control unit 3 (CBU), connected by radio channels with two SB 2 located on opposite sides of the work site, is usually installed in the center of the work site. Turning on of the central control unit 3 in working condition is carried out by a special key located at the central signaling device.

In the absence of rolling stock, as a result of receiving control signals from both SB 2, a tone control signal is generated in the central control unit 3 that is reproduced by the central control unit 3 speaker and broadcast via radio channels to all involved KPO 4, KPO-M 5 and INO 7.

The control tone is transmitted for approximately 2 seconds with a repetition period of 12 to 15 seconds.

The control tones from the CBU 3 should be reproduced by the KPO 4, KPO-M 5 loudspeakers with a level not exceeding 50 dB. At INO 7, control signals are reproduced in the form of short flashes of an optical indicator with a repetition period of 12 to 15 seconds.

When a group of ADV 1 detects rolling stock, the transmission of control signals from ADV 1 to SB 2 stops, instead of which a warning signal is transmitted. As a result, control signals from the SB 2 cease, instead of which a warning signal is transmitted to the CBU 3, which is reproduced by the CBU 3 loudspeaker and broadcast to all KPO 4, KPO-M 5 and INO 7.

A warning about the approaching rolling stock is played by an audio multi-frequency signal lasting approximately 2 seconds with a repetition period of 3 to 4 seconds. The playback of alerts should last 20 seconds with a repeat of the entire cycle at least three times.

Simultaneously with the sound signal, an optical alarm shall be emitted, emitted with the same duration and interval. On the INO 7, in addition to the sound, vibration and optical signals are turned on.

As a result of the perception of warning signals, workers must remove possible obstacles to the movement of railway rolling stock and move to a safe distance. Proceeding to work is allowed only after the rolling stock has followed the entire site of work.

If necessary, the central signaling officer must turn on by sending the appropriate signal from the Central Bank 3 warning signals at all KPO 4, KPO-M 5 and INO 7.

After the passage by the rolling stock of the group ADD 1, in the direction of approaching the site of work, the playback of control signals should resume on CBU 3, KPO 4, KPO-M 5 and INO 7.

The presence of control signals before the rolling stock passes the work site is not a permit to continue work.

The passage of the rolling stock of the group DOP 1 in the direction of removal from the site of work should be indicated on the central control unit 3 by switching on the corresponding optical signaling and a short-term sound signal. At the same time, the transmission from the SB 2 of the control signals to the CBU 3 should not be interrupted.

In case of a violation of the radio communication channel between SB 2 and CBU 3, which is indicated on the CBU 3 by switching on the corresponding optical indicator and a sound signal, the central signaling officer must notify the work supervisor and signaling guard about this by radio communication no later than 10 seconds later.

In the absence of radio communication between SB 2 and CBU 3, the central signaling officer must include a notification of the approaching rolling stock at KPO 4, KPO-M 5 and INO 7 manually by receiving the appropriate message from the guard signaling. Alert signals must be transmitted by the central signaling officer in the same order as when automatically turned on.

In the event that control signals from one or two groups of DOP 1 cease when the radio link between SB 2 and CBU 3 is in good working order, the central signaling officer must notify the work supervisor and signaling guard about this by radio communication no later than 10 seconds later.

The normal functioning of each KPO 4, KPO-M 5 should be signaled to the Central Bank 3. Failure of any KPO 4, KPO-M 5 should be indicated on the Central Bank 3 with a delay of no more than 15 with the corresponding optical and sound signaling.

If a failed KPO 4 (KPO-M 5) is detected, the central signaling officer must inform the supervisor of the work no later than 15 seconds later and take measures to replace the failed KPO 4 (KPO-M 5) with a backup one. If there is no reserve, set the signaling device in the notification area of the failed KPO 4 (KPO-M 5), the communication with which the central signaling officer must maintain over the air.

The signalist must check the possibility of manual switching on, which failed KPO 4 (KPO-M 5), and in the absence of such an opportunity to provide alerts to workers using other means (megaphone, signal horn, etc.)

When the alarm about the discharge of the batteries of a specific SB 2 or KPO 4 is received at the CBU 3 below the allowable limit, the central signaling officer must take measures to replace the battery with a backup battery located in the container for spare parts.

The central signaling officer must be informed by the work manager of the completion of work and the shutdown of the warning system. After receiving a command to shut down, SORZh should be dismantled and delivered to the loading point of ADD 1, SB 2, RT 6 and CBU 3.

When deploying SORZ on a three-track section, in which traffic is stopped along one (repaired) track 9 and open along the other two tracks 8 in both or in the same direction, sensors DOP 1 must be installed two on each track 8, along which the traffic is open, as a result, four sensors must be connected to each SB 2.

The control signals should be transmitted from SB 2 to the central bank 3 during the operation of four DOP 1, the termination of the transmission of control signals and the transmission of the warning signal should be ensured when approaching rolling stock in one or two ways 8. The rest of the system should operate in a mode similar to the double-track section.

Claims (2)

1. The method of warning about the approach of railway rolling stock, which consists in the fact that from the sensors for detecting rolling stock located on one or two railway tracks on either side of the work site, on each side there are two sensors on the same track at a distance from each other transmit control signals to the corresponding system unit and, when the sensors detect rolling stock, warning signals, transmit the received signals over the air to the central control unit (CBU), with which the signals are transmitted over the air to collective and individual sirens, characterized in that the transmission of the warning signal from the system unit to the central control unit is carried out only when the warning signal is transmitted to the system unit from both sensors installed on the same path, and when the sequence of transmission of warning signals from these sensors corresponding to the direction towards the place of work, and upon receipt of alerts on the system unit only from one of the two sensors and in the absence warning signals from the second sensor do not transmit warning signals from the system unit to the central control unit, while a failure of the corresponding direction of the warning system is recorded on the central control unit. 2. The method according to p. 1, characterized in that the transmission of control signals from each system unit to the central control unit is carried out only upon receipt of control signals from both sensors installed on the same path, and upon receipt of control signals from only one of two sensors and in the absence of control signals from the second sensor, the transmission of control signals from the system unit to the central control unit is stopped, while a failure of the corresponding direction of the warning system is recorded on the central control unit .

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