RU78751U1 - AUTOMATIC LOCOMOTIVE SIGNALING DEVICE FOR PREVENTING THE ROLLING OF THE ROLLING STOCK ON THE BLIND PRISM - Google Patents

Abstract

An automatic locomotive signaling device for preventing rolling stock from colliding with a dead end prism, comprising rail circuits mounted on the path with track relays connected to electrical centralization connected by outputs to the inputs of the coding units, which are connected by their outputs to the respective rail circuits; a locomotive receiver mounted on the locomotive, connected to the output of the locomotive coils by an input, and by an output to one of the two inputs of the decoder, which in turn is connected to the green light by the first output, the yellow light by the second output, and the red- yellow light, the fourth exit - to the red light lamp, fifth exit - to the lamp of the moon-white light of the traffic light; a speedometer installed on the locomotive, the output of which is connected to the other input of the decoder, a control unit, the outputs connected to the prefix of the driver’s crane, and the inputs to the outputs of the decoder, brake cylinders with a pressure sensor, the red light switch off connected to the sixth output of the decoder, the electro-pneumatic valve, connected to the seventh output of the decoder, and a power switch, characterized in that the rail circuit of the protective section is installed in front of the dead end prism, the trip relay of which is connected to the inputs coding units for rail chains of sections of the upsetting route; the locomotive has a pressure control relay connected to the outputs of the power source through the contacts of the pressure sensor in the brake cylinders, six decoupling diodes of the control unit, the output of which is connected to its first input through the first decoupling

Description

The utility model relates to railway automation, in particular to automatic locomotive signaling.

A device for automatic locomotive signaling is known that contains rail circuits with track relays installed on the path, a code track generator, a track sensor and receiver coils mounted on the locomotive, a locomotive receiver, a decoder connected to the locomotive traffic light (A.M. Bryleev, O. Pope, BCDmitreev, Yu.A. Kravtsov, B.M. Stepensky, Automatic locomotive alarm and auto-adjustment, M.: Transport, 1981, 320 pp.). Currently, these devices provide forced braking in case of violation of traffic safety conditions, such as exceeding the permissible speed, traffic lights with a forbidding indication, loss of vigilance of the driver, etc. However, there is a need to forcibly stop the rolling stock when the train moves cars forward for feeding them passengers of the terminal station. In such cases, if the driver’s control function is lost or due to the lack of sufficient visibility and the inability to slow down in time, the train is hit by a protective (so-called dead end) prism with the destruction of the latter and the destruction of cars, which causes great economic losses.

In addition, the known automatic locomotive signaling device does not allow shunting. In these conditions

it is necessary to use more complex and, naturally, quite expensive modern systems, such as KLUB-U and others (V.A. Gapanovich, S.A. Kobzev, A.B.Kosarev, Complex of technical means, forced train stop, Automation , communications, informatics, No. 4, 2005; V.I. Zorin, E.E. Shukhina, P.V. Titov, Microprocessor-based locomotive safety systems for the movement of trains of a new generation, World Railways, No. 7, 2003 ; A.V. Kochnev, Shunting automatic locomotive alarm. Communication Automation and Informatics, No. 4, 2000, pp. 43-47). The high cost of these devices limits their widespread use.

Similar automatic signaling devices have the same drawback, since they do not exclude a collision of rolling stock at a station with a dead end prism when feeding rolling stock with cars ahead (patent RU No. 2277054 for the invention “A device for preventing collision of train trains at a station”, published May 27, 2006; RU patent No. 2277055 for the invention "System of automatic locomotive signaling", publ. 05.27.2006).

A device for controlling brakes is known, however, it is not used for shunting and cannot be used to force a train to stop (B. D. Nikiforov et al. Automation of Train Brake Control, Moscow: Transport, 1985, 263 pp.).

The closest in technical essence is an automatic locomotive signaling device containing rail circuits installed on the path with track relays connected to electrical centralization, which is connected by outputs to the inputs of coding units connected by their outputs to the corresponding rail circuits; a locomotive receiver mounted on the locomotive, connected to the output of the locomotive coils by its input, and by the output to one of the two inputs of the decoder, the first output connected to the green lamp, the second output to the yellow lamp, the third

exit - to the red-yellow lamp, fourth exit - to the red lamp, fifth exit - to the lamp of the moon-white light of the traffic light; a speed meter installed on the locomotive, the output of which is connected to another decoder input, a control unit, the outputs connected to the prefix of the driver’s crane, and the inputs to the decoder outputs, brake cylinders with a pressure sensor, a red light switch that is connected to the sixth output of the decoder, an electro-pneumatic valve, connected to the seventh output of the decoder, and the power switch (A.A. Leonov, Maintenance of automatic locomotive signaling, M .: Transport, 1982. p. 255).

The disadvantage of this automatic locomotive signaling device is the inability to prevent the locomotive from hitting a dead end prism when the locomotive feeds the dead end by wagons forward.

The technical result, which the utility model aims to achieve, is to increase the safety of train traffic when moving rolling stock to the dead end by wagons forward, due to the ability to transmit information about entering the protective section in front of the dead end prism to the locomotive, on the basis of which official forced braking is performed. This is done by introducing into the track structure a sensor located at the beginning of the protective section and a control unit that performs service braking on the locomotive, as well as introducing connections between these nodes and the nodes that are part of the already existing standard automatic locomotive signaling devices (ALSN) and coding schemes at the station.

The technical result is achieved due to the fact that the known automatic locomotive signaling device, comprising rail circuits installed in the path with track relays connected to electrical centralization, connected by outputs to the inputs of the coding units, connected by their outputs to the corresponding rail circuits; locomotive receiver mounted on a locomotive,

the input is connected to the output of the locomotive coils, and the output is to one of the two inputs of the decoder, its first output connected to the green lamp, the second output to the yellow lamp, the third output to the red-yellow lamp, and the fourth output to the red lamp fire, the fifth exit - to the lamp of lunar-white fire of a traffic light; a speed meter installed on the locomotive, the output of which is connected to another decoder input, a control unit, the outputs connected to the prefix of the driver’s crane, and the inputs to the decoder outputs, brake cylinders with a pressure sensor, a red light switch that is connected to the sixth output of the decoder, an electro-pneumatic valve, connected to the seventh output of the decoder, and the power switch, according to a utility model, includes a rail circuit of the protective section installed in front of the dead end prism, the track relay of which the swarm is connected to the inputs of the coding blocks of the rail circuits of sections of the upsetting route; the locomotive has a pressure control relay connected to the outputs of the power source through the contacts of the pressure sensor in the brake cylinders, six decoupling diodes of the control unit, the output of which is connected to its first input through the first decoupling diode, with the second input - through the second decoupling diode, with the third input - through the third decoupling diode and the first contacts of the speed meter, with the fourth input - through the fourth decoupling diode, the second contacts of the speed meter and the settling handle, with the fifth input - through the fifth ringing diode and third speed meter contacts; the output of the control unit is connected to one common output of the power source through one valve (OV) of the driver’s crane attachment, through the other valve (TV) of the driver’s crane adapter and the rear contacts of the pressure control relay, through the sixth decoupling diode and the winding of the speed reduction control relay, to to which a capacitor is connected; the control unit output is also connected to another common power output via a switch; one rear contacts of the pressure control relay

the red fire button is included in the circuit, and the other rear contacts of the pressure control relay are in the traction circuit; front contacts of the speed reduction relay are included in the circuit of the electro-pneumatic valve.

The length of the allocated protective section (ZU) is determined based on the braking characteristics of the rolling stock and its maximum possible speeds.

The essence of the utility model is illustrated by drawings:

Figure 1 is a graph of the speed curve, according to which locomotive devices operate depending on the passage of a locomotive of certain sections of the station when the rolling stock is upset;

Figure 2 - diagram of locomotive equipment ALS;

Figure 3 - communication diagram of the brake cylinders with a pressure control relay;

4 is a diagram of the disconnection of traction;

5 is a diagram of the track devices ALS.

To determine the entry of the first car of the besieged train on the storage unit, a track sensor (PD) is installed on the track, which is a short rail chain. PD acts on the encoding device along the route of upsetting in the “tail” of the locomotive.

Typical coding devices during upsetting transmit a red-yellow light (QL) code to the rail circuit of the path, perceived by coils located behind the locomotive, and a red-yellow light lights up at the locomotive traffic light. When it enters the PD, it affects the encoding devices and the QOL code no longer enters the rail circuit, and a red light (K) lights up at the locomotive traffic light (according to the operation algorithm of a typical ALS).

The initial state during the upsetting is a white light at a locomotive traffic light and the locomotive can move along

upsetting route at a speed of less than 40 km / h, until the locomotive receives a QOL code.

When the KZL code arrives, the lamp of the KZ locomotive traffic light lights up and, if the locomotive’s speed was more than 20 km / h, automatic braking starts at a speed of 20 km / h with the locomotive traction turned off.

When the head of the train enters the memory, the QOL code stops coming to the locomotive, a red light lights up at the locomotive traffic light and the absolute service braking of the train begins.

Braking will occur up to zero speed, but with intensive braking or at low speed the rolling stock can be stopped far to the end of the track (Fig. 1, trajectory 1), therefore, the driver in this case (at the command of the compiler) can change the braking intensity (Fig. 1, trajectory 2), which will make it possible to push the head of the train toward a dead end prism. The driver can manually control the pushing of the train with a speed reduction of up to 2 km / h.

The ALS device for preventing rolling stock from colliding with a dead end prism contains receiving coils (LC) 1 mounted on the locomotive and connected to a receiver 2, the output of which is connected to the input of the decoder 3 of the DKSV type, one output 4 of which is connected to the green light lamp 5, the second output 6 - to the yellow lamp 7, the third exit 8 - to the red-yellow lamp 9, the fourth exit 10 - to the red lamp 11, and the fifth exit 12 - to the white lamp 13. The control unit 14 of the brakes is connected to the attachment 15 of the crane operator type PECM-485. The pressure in the brake cylinders 16 is controlled through the contacts 17 of the pressure sensor 18 by applying voltage to the pressure monitoring relay 19 (Figure 3).

The voltage from the outputs of the decoder 3 (or traffic lights) is supplied through decoupling diodes 20, 21, 22, 23, 24 and contacts 26.1, 26.2, 26.3 of the speed meter 26 to the valves ОВ and TV set-top box 15.

The first contacts 26.1 of the speed meter 26 open at a speed of more than 20 km / h, the second contacts 26.2 at a speed of more than 2 km / h, the third contacts 26.3 - at a speed of more than 40 km / h. The speed reduction control relay 27 has a capacitor 28 connected to its winding to slow down the fall.

To control the decrease in speed during official automatic braking (CAT), the contact 27.1 of relay 27 is included in the power supply circuit of the electric pneumatic valve 29 (EPC). When CAT also thrust 30 is disassembled, because in the traction control circuit 30 includes contacts 19.4 (Figure 4) of the pressure monitoring relay 19.

The circuit 31 of the ON button (turning off the red light) includes contact 19.3, which excludes switching from red to white light when CAT.

On the charger 32 in front of the dead end prism, a rail circuit 33 is installed, the track relay 34 of which controls the operation of coding units 35 of the rail circuits along the upsetting path established by the electric centralization unit (EC) 36. The contact circuit 27.1 of relay 27 is included in the power supply circuit of EPK 29 (Figure 5) .

The device operates as follows.

For the implementation of CAT, a typical prefix 15 (type PECM-485) of the crane of the driver used in the SAUT-TsM system is used. The operation of the prefix 15 is controlled by supplying voltage from the traffic lights 5, 7, 9, 11, 13. In the presence of green, yellow or white lights (5, 7, 13), voltage is supplied through the decoupling diodes 20, 21 and 24 to the ОВ valves and Set-top box 15. The 0V and TV gates are energized, which ensures the train mode of operation of the set-top box 15. When the fire 9 (КЖ) burns at the traffic light, the voltage is through diode 22 and contact 26.1 of speed meter 26 (speed from 0 km / h to 20 km / h ) is supplied to the valves ОВ and

Set-top box 15, if the locomotive speed does not exceed 20 km / h. When the locomotive exceeds 20 km / h, the contacts 26.1 of the speed gauge 26 open, the voltage from the OB and TV valves is removed and braking starts. In this case, the pressure in the brake cylinders 16 increases and, when it reaches the value of the service pressure, the sensor 18 is activated and the voltage is supplied through the contacts 17 to the relay 19, as a result of which the relay 19 is activated. Through the contact 19.2 of the relay 19, the voltage is supplied to the second input 37 of the prefix 15 (that is, to the TV valve), providing the “Overlap” mode. Braking occurs until the speed drops to 20 km / h, at which voltage is again applied to the OB and TV valves and the prefix 15 enters the train mode, at which the brakes are released.

When the red light 11 is lit, power is not supplied to the OB and TV valves. Both valves OV and TV are de-energized, braking occurs until the train stops completely, if the driver does not press the "Settling" handle (Figure 2, the "settling" position).

At a speed of less than 2 km / h (at the command of the originator), the driver can press the “Settling” handle and the OB and TV valves will be energized, which will allow pushing the train closer to the dead end prism.

With the rear contacts 19.4, the relay 19 disables the thrust 30. If there is pressure in the brake cylinders 16, pressing the ON button cannot switch the red light to white, because the rear contact button 19.3 is connected to the ON button circuit 31.

The OFF switch must be open during operation of the ALSN device at the station and closed when the locomotive moves along the stage.

The speed reduction control relay 27 releases the anchor and emergency braking occurs if, during the delay time set by the capacitor 28, there is no decrease in speed to 40 km / h, 20 km / h, 2 km / h with the corresponding traffic light.

Claimed as a utility model, the technical solution significantly increases the efficiency of shunting and provides

traffic safety, as well as a decrease in the number of shunting locomotives compared with the option of using a locomotive in front of the train when feeding wagons for landing. In this case, by reducing the downtime of locomotives at large stations, from 4 to 5 locomotives are released.

Claims (1)

An automatic locomotive signaling device for preventing rolling stock from colliding with a dead end prism, comprising rail circuits mounted on the path with track relays connected to electrical centralization connected by outputs to the inputs of the coding units, which are connected by their outputs to the respective rail circuits; a locomotive receiver mounted on the locomotive, connected to the output of the locomotive coils by an input, and by an output to one of the two inputs of the decoder, which in turn is connected to the green light by the first output, the yellow light by the second output, and the red- yellow light, the fourth exit - to the red light lamp, fifth exit - to the lamp of the moon-white light of the traffic light; a speedometer installed on the locomotive, the output of which is connected to the other input of the decoder, a control unit, the outputs connected to the prefix of the driver’s crane, and the inputs to the outputs of the decoder, brake cylinders with a pressure sensor, the red light switch off connected to the sixth output of the decoder, the electro-pneumatic valve, connected to the seventh output of the decoder, and a power switch, characterized in that a rail circuit of the protective section is installed in front of the dead end prism, the trip relay of which is connected to the inputs coding units for rail chains of sections of the upsetting route; the locomotive has a pressure control relay connected to the outputs of the power source through the contacts of the pressure sensor in the brake cylinders, six decoupling diodes of the control unit, the output of which is connected to its first input through the first decoupling diode, with the second input - through the second decoupling diode, with the third input - through the third decoupling diode and the first contacts of the speedometer, with the fourth input - through the fourth decoupling diode, the second contacts of the speedometer and the settling handle, with the fifth input - through the fifth ringing diode and third speed meter contacts; the control unit output is connected to one common output of the power source through one valve of the crane driver’s attachment, through the other valve of the crane driver’s console and the rear contacts of the pressure control relay, through the sixth decoupling diode and the winding of the speed reduction control relay to which the capacitor is connected; the control unit output is also connected to another common power output via a switch; some rear contacts of the pressure control relay are included in the circuit of the red light switch button, and other rear contacts of the pressure control relay are included in the traction circuit; front contacts of the speed reduction relay are included in the circuit of the electro-pneumatic valve.