RU2726458C1 - Method for monitoring conditions of a branched track circuit - Google Patents

Abstract

FIELD: railway automatics.SUBSTANCE: invention relates to railway automatics for control of conditions of branched track circuit. In method signal to rail circuit is supplied from its center, at that input resistances of receiving ends are reduced to minimum of ~0.03 Ohm, track receivers of adjacent rail circuits are connected so that between them there was section of rail line, on which shunt is sensed by track receivers of both rail circuits, wherein shunt sensitivity in the middle of this section is provided not lower than the standard one, and the track receiver near the branched track circuit is only one, which provides joke sensitivity increase due to cyclic connection of the track receiver to branches of the branched track circuit, monitoring the state of the entire track circuit at any point of the train shunt due to retardation of the track relay by the attraction of the repeater, since it is excited only after all branches are free from the rolling stock, wherein if at least one of the branches is occupied, then the track relay and its follower, at that excitation of track relay slowly acting at attraction of repeater occurs only with new excitation of track relay provided that track relay is continuously excited for time exceeding delay time of repeater.EFFECT: higher reliability of branched rail circuit operation.1 cl, 3 dwg

Description

The technical field to which the invention relates

The invention relates to the field of railway automation and can be used to regulate the movement of trains at the station.

State of the art

There is a known method for monitoring the states of a rail circuit, which consists in the fact that to monitor the states of a branched rail line, a signal is supplied to it from its middle. In this case, the control of the occupation of the track circuit is carried out after the release of the approach section or with the occupation of the second track section after the signal. The signals are displaced against the direction of movement of the train at a distance corresponding to the zone of preliminary shunting [Patent RU No. 2581277 Method for monitoring the vacancy of a rail line by the author Polevoy YI].

The disadvantage of this method is that it has a sufficiently large pre-shunting zone, requires the use of voltage surge control devices, as well as insulating joints on conversion curves and ramps due to their small length.

There is a known method for monitoring the states of a rail circuit, which consists in the fact that the signal is fed into the rail line from its middle to reduce the zone of preliminary and additional shunting, while the input resistance of the receiving ends is reduced to a minimum (for example, to 0.03 Ohm), the rails of the conversion curves are shunted by capacitors, which, together with the rails, form oscillatory circuits (filter plugs), increase the frequency of the signal current to 2000-4000 Hz, which is necessary for the operation of the oscillatory circuits and reducing the pre-shunting zone at the rails [RF Patent No. 2333126 Method for monitoring the states of the rail line of the authors Polevoy Yu.I., Gorelika A.V., Mukhina L.V., publ. 04/27/2018, BI No. 12].

The disadvantage of this method is that the number of turnouts does not exceed three, and track receivers - four when using the tone frequency of the signal current.

This technical solution was chosen as a prototype.

Disclosure of invention

The technical result is to increase the reliability of the branched track circuit due to the cyclic connection of only one receiver to the branches of the branched track circuit. At the same time, the number of turnouts in one turnout-track section increases to four or more, and the number of branches to which the receiver is cyclically connected - up to six or more.The technical result is achieved by the fact that a method for monitoring the states of a branched track circuit, which consists in the fact that the signal is fed into the track circuit from its middle to reduce the zone of preliminary and additional shunting, while the input resistances of the receiving ends are reduced to a minimum (for example, so that there is a section of the rail line between them, where the shunt is felt by the track receivers of both track circuits. the sensitivity in the middle of this section should not be lower than the normative track receiver in the branched track circuit, only one, this will increase the shunt sensitivity due to the cyclic connection of the track receiver to the branches of the branched track circuit, and the state of the entire rail circuit will also be monitored circuits at any point of the overlapping of the train shunt due to the deceleration on the attraction of the repeater of the track relay, since it is energized only after all branches are free of rolling stock. If at least one of the branches is busy, then the path relay and its repeater are de-energized. Excitation of the path relay slow-acting on the attraction repeater occurs only with a new excitation of the path relay, provided that the path relay is continuously energized for a time exceeding the repeater deceleration time.

Description of drawings

FIG. 1 shows a plan of a fragment of the track development of the station with the designation of the feeding and receiving ends (the function of the threshold element is performed by the trigger located in the housing of the PP 26, the relay 27 has a different purpose) of the ends of the track circuits, FIG. 2 shows the diagrams of switching on the devices of the feeding and receiving ends, FIG. 3 shows the graphs of changes in the shunt sensitivity of two adjacent track circuits.

Implementation of the invention

FIG. 1, 2 and 3 show the following designations:

1, 2, 3, 4, 5, 6 and 7 switch-track sections 15SP, 17SP, 19SP, 7-13SP, 1SP, 3SP and 5SP, respectively;

8, 9, 10 and 11 - turnouts 11STR, 13STR, 9STR and 7STR, respectively;

12, 13, 14, 15, 16 and 17 - track boxes with relay transformers of section 17-13SP, respectively 7-13PK4, 13PK5, 7-13PK6, 7-13GZh1, 7-13PK2 and 7-13PK3;

18 - track box of section 17-13 of the joint venture with a supply transformer 7-13PK;

19, 20, 21, 22, 23 and 24 - track boxes with relay transformers of adjacent sections with section 17-13 SP, respectively 15PK, 17PK, 19PK, 1PK, 3PK and 5PK;

25 - EC post;

26 - track receiver PP;

27 - travel relay P;

28 - the first electronic key EK1;

29 - the second electronic key EK2;

30 and 31 - transformers in the first electronic key;

32 and 33 - diodes in the first electronic key;

34 and 35 - transformers in the second electronic key;

36 and 37 - diodes in the second electronic key;

38 - GP track generator;

39 - negative pole of the power source M;

40, 41 and 42 - track transformers in transformer boxes;

43 - midrange counter;

44 - positive pole of the power supply P;

45 - track relay contact;

46 - slow repeater of the MP travel relay;

47 - current limiter of the supply end R ₀ ;

48 and 51 - the first and second travel generators ГП1 and ГП2, respectively;

49 and 50 - the first and second path receivers PP1 and PP2, respectively.

FIG. 1 shows a rail circuit which shows single-strand fragments of the switch-track sections of section 1 - 15SP, 2 - 17SP, 3 - 19SP, 5 - 1SP, 6 - 3SP and 7 - 5SP, respectively, as well as rail circuit 4 - 7-13SP. In addition, in FIG. 1 shows track boxes with relay end transformers 12, 13, 14, 15, 16 and 17 of sections 7-13SP - 7-13PK4, 7-13PK5, 7-13PK6, 7-13PK1, 7-13PK2 and 7-13PK3, respectively; as well as track box 18 - 7-13PK with a supply transformer, track boxes with relay end transformers - 19 - 15PK, 20 - 17PK, 21 - 19PK, 22 - 1PK, 23 - 3PK and 24 - 5PK, respectively, of sections 15SP, are shown there, 17SP, 19SP, 1SP, 3SP and 5SP. The transformer boxes of the relay ends are "overlapping" (closer to the supply end are the boxes of the relay end of the adjacent track circuit).

FIG. 2 shows a diagram of the switching on of rail circuit devices located at the EC post and track transformers (supply and relay) in transformer boxes. The rail circuit receives power from the track generator 38 GP, located in the middle of the track circuit, through the current limiter of the supply end 47 Ro, the transformer of the supply end 42. The track receiver 26 PP is connected to the rails with the participation of electronic keys 28 - EK1, 29 - EK2 and relay transformers 40 and 41. Electronic switches 28 EK1 and 29 EK2, according to signals from the counter 43 through links 1-6 (circled), provide the track receiver 26 PP circuits from different receiving ends of the branched rail circuit 4 - 7-13SP. FIG. 2 shows the connection of devices (26 - track receiver PP and 27 - track relay P) of the receiving ends of the rail circuit 15 - 7-13P and 14 - 7-13PK6 through the corresponding transformers 40, 30, 31 and 41, 34, 35 to the rail line.

With a free track circuit 4 - 7-13SP, the 27 P track relay is continuously energized due to the organization of power circuits through electronic keys 28 EK1, 29 EK2 with the participation of diodes 32, 33, 36, 37.

When the track circuit 4 - 7-13SP is occupied, one of the track receiver circuits, closed through electronic keys, is absent and the relay is de-energized. Deceleration of relay 27 P allows you to hold the armature for the time the receiver switches from one branch to another. When the track circuit is seized, the power of the path relay is absent for one or more clock cycles of the counter 43 MF, the path relay is de-energized and de-energizes the slow-acting repeater 46 MP (there is no retardation for falling off the repeater). This relay has deceleration only for falling off (using an electronic circuit or a thermal contact). Excitation of the slow repeater 46 MP occurs after the full cycle of polling the ends of the branched rail circuit 4 - 7-13SP ends and in none of the cycles the track relay 27 P has not been de-energized. Thus, in the circuit for monitoring the states of the rail line 4 - 7-13SP, the contacts of the relay 46 MP are switched on (not shown in Fig. 2).

и

перекрывающаяся зона шунтовой чувствительности обеих рельсовых цепей, линия нормативной шунтовой чувствительности Rшн=0,06 и линии шунтовой чувствительности первой и второй рельсовых цепей Rшн1 и Rшн2 соответственно. По Фиг. 3 видно, что пересечение линий шунтовой чувствительности первой и второй рельсовых цепей Rшн1 и Rшн2 выше нормативной шунтовой чувствительности, следовательно, поездной шунт чувствуется во всех точках пути.FIG. 3 shows the dependences of the shunt sensitivity of adjacent track circuits (branched or not branched). It shows track generators 48 PG1, 51 PG2 and track receivers 49 PP1, 50 PP2, sections of the first and second track circuits

and

the overlapping zone of shunt sensitivity of both track circuits, the line of the standard shunt sensitivity Rshn = 0.06 and the shunt sensitivity lines of the first and second rail circuits Rshn1 and Rshn2, respectively. Referring to FIG. 3 it can be seen that the intersection of the shunt sensitivity lines of the first and second rail circuits Rshn1 and Rshn2 is higher than the standard shunt sensitivity, therefore, the train shunt is felt at all points of the track.

Claims (1)

A method for monitoring the states of a branched rail circuit, which consists in the fact that a signal is fed into the rail circuit from its middle to reduce the zone of preliminary and additional shunting, while the input resistance of the receiving ends is reduced to a minimum, for example, to 0.03 Ohm, characterized in that track receivers of adjacent track circuits are connected so that there is a section of the rail line between them, on which a shunt is felt by track receivers of both track circuits, while the shunt sensitivity in the middle of this section is not lower than the standard, and the track receiver at the branched track circuit is only one, which will provide an increase in shunt sensitivity due to the cyclic connection of the track receiver to the branches of the branched track circuit, and also ensure the monitoring of the state of the entire track circuit at any point of overlapping of the train shunt due to the deceleration on attraction of the repeater of the track relay, since it is excited only after Once all branches are free of rolling stock, in this case, if at least one of the branches is busy, then the path relay and its repeater are de-energized, and the excitation of the path relay repeater slowly acting on attraction occurs only with a new excitation of the path relay, provided that the path relay will be energized continuously for a time longer than the repeater deceleration time.

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