RU86161U1 - CODED RAIL CHAIN - Google Patents

Abstract

An encoded rail chain containing the first rail line, which has the first and second rail threads bounded at the ends by insulating joints, and to which the rail threads of the second rail line bordering the rail threads of the third rail line and from the other end adjoin at one end thereof the end is adjacent to the rail threads of the fourth rail line, and a typical power and coding unit (BOD) is connected to one end of the rail line through a choke transformer, the coding transformer of which is connected via a contact t of a transmitter relay with an alternating current source of industrial frequency 50 Hz, and its supply line transformer is connected to a frequency converter P450 / 25, while a typical relay-coding unit (BRK) is connected to the other end of the rail line through the corresponding choke transformer, whose coding transformer is connected through the contact of the corresponding transmitter relay to an alternating current source of industrial frequency 50 Hz, and the resonant LC circuit connected to the output of the DBK is connected to a track relay connected to standard elements of the switching circuit of the transmitter relay of the relay end of the base rail circuit, and the elements of the switching circuit of the transmitter relay connected to the code-switching relay of the relay end connected to the elements of its inclusion, while the code-switching relay of the supplying end of the rail circuit connected to the circuit of its inclusion, connected to standard elements of the switching circuit of the transmitter relay of the supply end of the bases of the rail circuit, characterized in that at the borders of adjacent rail circuits separated by an insulating

Description

The utility model relates to the field of railway automation and telemechanics, and more specifically to rail chains.

Known devices of rail circuits encoded to ensure the operation of automatic continuous locomotive signaling (ALSN) with numerical coding of information described in various sources, for example:

1. Leonov A.A. Maintenance of automatic locomotive alarms. - 5th ed., Revised. M .: Transport, 1982 (see Fig. 35, pages 68-71 and 99-124).

2. Arcat B.C. and other rail chains. Analysis of work and maintenance. - M .: Transport, 1990 (see Fig. 4.20, pages 107-109).

3. Kravchenko E.I., Shvalov D.V. Rail coding. - M.: Route, 2005, 134 p.

By technical nature, the closest to the claimed object is the device described in the source [1], which for this reason is taken as its prototype.

In the prototype device, the equipment is located at the central station of electrical centralization, in relay cabinets, in travel boxes and provides transmission of code signals that are inductively perceived by locomotive automatic locomotive signaling devices (ALSN) from the path to the locomotive.

The main disadvantage of the prototype is that it has a relatively low operational reliability, due to the lack of elements in it that eliminate the main causes of the failure of the ALSN system when moving locomotive coils in the area of insulating joints. Always because of the loss of inductive coupling of coded rail lines with ALSN locomotive devices, when locomotive receiving coils move over insulating joints, ALSN code distortions arise.

Similar disadvantages have analogues [2 and 3].

The technical result of the claimed utility model is to increase the reliability and stability of the ALSN channel with a coded rail circuit in the zone of insulating joints by organizing within the placement of insulating joints of loops, which eliminates the loss of inductive coupling of coded rail lines with ALSN locomotive devices when moving locomotive receiving coils over insulating joints . Significant stabilization of the level of code signals in the rails under the receiving coils is carried out by introducing control elements for these signals and adjusting their values to eliminate interference caused by sharp surges in the ALS current in the rails during the transition of the receiving coils from the output end of this rail circuit to the input end of the next rail circuit.

The essence of the proposed utility model is that new circuit nodes and elements are introduced into the well-known coded rail circuit: two coding loops laid within each boundary of adjacent rail circuits where insulating joints are located; code current reduction relay, the rear contact of which bypasses the code current limiter introduced into the coding circuit; a current transformer, one winding of which is connected to the coding circuit of the rail circuit from its relay end, and the other winding thereof through a rectifier and a current limiter for actuating the current reduction relay is connected to this relay through its own front contact, shunting the current limiter, and through the front contact code-switching relay of the relay end of the rail circuit; a voltage reduction relay and its follower, switching with its contacts the secondary winding of the coding transformer at the supply end of the rail circuit from a large number of turns to a smaller one to reduce the current in the rails under the locomotive receiving coils when the train approaches the supply coded end of this rail circuit; matching transformer, one winding of which is connected in series with the track winding of the coding transformer of the supply end of the rail circuit, and its other winding is connected to the voltage reduction relay through a rectifier bridge and a current limiter, shunted by the first front voltage reduction contact, and a front contact of the code-including relay of the supply end rail chain.

Only these differences provide a more reliable operation of all blocks and elements of the coded rail chain, while enhancing traffic safety, reducing the number of failures in the ALSN and increasing the work culture and life safety of the drivers and their assistants.

The proposed model is illustrated in the drawing, where it is indicated:

1 and 2 - the first and second rail lines bounded by corresponding insulating joints at the ends;

1A and 1B - the first and second rail thread of the rail line 1;

2A and 2B - the first and second rail thread of the second rail line 2;

3 and 4 - rail lines adjacent to the second and first rail lines, respectively;

3A and 3B - the first and second rail threads of the rail line 3;

4A and 4B - the first and second rail threads of the rail line 4;

5 - locomotive equipment for receiving and decoding ALSN code signals connected to 5.1 locomotive receiving coils;

6, 7, 8, 9 - choke transformers;

10 - a typical power supply and coding unit (BOD), containing the following standard elements:

10.1 - supply line transformer of the supply end of the RC;

10.2 - coding transformer of the supply end of the rail circuit;

10.3 - choke limit leakage code current through a transformer 10.1;

10.4 - filter plug of the supply end of the RC;

10.5 - capacitor;

11 - frequency converter frequency converter 50/25;

12 - coding loop when moving a train from rail line 1 to rail line 2;

13 - matching transformer for monitoring the voltage of the code signal transmitted to the rail line 1 from its supply end;

14 - coding loop when moving the train in the direction from the rail line 1 to the rail line 4;

15 is a slow-acting voltage reducing relay with an element 15.3 in the form of an RC chain for adjusting the required deceleration value for releasing the armature of relay 15, with its pulse power supply.

15.1 and 15.2 - respectively, the first and second front (closing) contact of the relay 15;

16 - code-enabling relay of the supply end of the rail circuit 1.

17 - standard elements of the relay 16 switching circuit;

18 - current limiter relay 15;

19 - rectifier control code signal from the transformer 13;

20 - relay repeater 15;

20.1 and 20.2 - respectively, the front and rear contacts of the relay 20;

21 - coding loop when moving the train in the direction from the rail line 2 to the rail line 1;

22 - transmitter relay of the supply end of the RC with contact 22.1;

23 - coding loop when moving the train in the direction from the rail line 2 to the rail line 3;

24 - standard elements of the relay switching circuit 22;

25 is a typical power supply and coding unit (BOD), containing the following standard elements:

25.1 - resonant LC circuit tuned to resonance at a frequency of 50 Hz .;

25.2 - isolation throttle;

25.3 - coding transformer of the relay end of the rail circuit;

25.4 - filter plug of the relay end of the RC;

26 - track relay;

27 - transformer control code current transmitted to the rail line 1 from its relay end;

28 - rectifier control code signal from the transformer 27;

29 - slow-acting code-current reduction relay with element 29.3 in the form of an RC circuit for adjusting the required (calculated) value of deceleration for releasing the armature of relay 29 when it is switched on .;

29.1 and 29.2, respectively, the rear (opening) and front (closing) contacts of the relay 29;

30 - limiter control current trip relay 29;

31 - code-enabling relay of the relay end of the RC with contact 31.1;

32 - standard elements of the relay switching circuit 31;

33 - transmitter relay of the relay end of the RC with contact 31.1;

34 - elements of the relay switching circuit 33;

35 - additional code current limiter;

IS - insulating joints;

K - wheelset of a train (train shunt).

The operation of the device is as follows.

In the initial state, when there is no train shunt K on all rail lines, the coding equipment, including relay 29, is off, the track relay 26 is energized.

When the train moves along the rail circuit 4 in the direction of the rail circuit 1, precoding of the rail circuit 1 with standard elements is provided: the relay 31 is activated and the relay relay 33 starts its pulse operation (contact 33.1 provides the corresponding modulation of the code signal); in this mode, a negligible part of the current is sucked off by transformer 27, which is not enough to drive relay 29, which does not work even when the locomotive enters the input part of the rail circuit 1. As the locomotive approaches the output end of the rail circuit 1 (approximately in the center of the rail line 1 ) the relay 29 is activated and with its rear contact 29.1 removes the shunt from the code current limiter 35, thereby reducing the code current entering the rails 1A and 1B and into the cable 12 connected to them to a normal value. At the same time, the relay 29 continues to hold the anchor in the position drawn to its core, since in its power circuit the limiter 30 will be shunted by the front contact 29.2 of the relay 29; In addition, the release current of the relay is two times less than the trip current.

When advancing the receiving coils 5.1 over the insulating joints where the choke transformers 7 and 8 are installed, the inductive transmission of the code signal coming from the coding end of the rail line 1 is provided by a cable 12 made by the traction jumper of the choke transformer 7; in addition, the currents in rails 1A and 1B near the insulating joints and in the aforementioned loop 12 under the receiving coils 5.1, as well as the code currents in rails 2A and 2B at the input end of an adjacent rail line will be of the same order, which eliminates another interference, which prototype (1) appears in the form of a long (more than 1 s) restoration of the required sensitivity of receiving equipment on a locomotive.

When the train moves in the other direction (from rail line 2 to rail line 1), a loop 21 operates, which ensures the transmission of code signals to the locomotive while moving the receiving coils 5.1 over the insulating joints demarcating rail lines 2 and 1. At the boundary between rail lines 1 and 4 a similar function is performed by a loop 14, which is connected in series with rail threads 1A and 1B, is made by a traction jumper of the inductor-transformer 6 and laid along the plates of the corresponding insulating joint.

When the train moves from the rail line 1 towards the rail line 4 as the train shunt K approaches the choke transformer 6, the code current in the rails 1A and 1B increases, which is controlled by the matching transformer 13; in this case, the increasing voltage across the windings of the transformer 13 enters through the elements 19, 18, 16.1 to the windings of the relay 15, which trips and turns on its front (closing) contact 15.2 circuit to excite its repeater 20; contact 20.2 opens and contact 20.1 closes and the coding transformer winding with a large number of turns is switched to a smaller number of turns, which ensures a decrease in current in rails 1A and 1B under the receiving coils 5.1 to the standard value. Lowering the voltage at the transformer 13 will not cause the armature 15 to drop, since the resistance 18 is bridged by the front contact 15.1 in the circuit of this power supply, and the release current of the relay 15 is two times lower than its operation. In this case, the loop 14 eliminates the loss of inductive coupling when advancing the receiving coils 5.1 over the insulating joints, and the introduced elements 13, 19, 18, 15.1, 16.1, 15, 15.2, 20, 20.1 and 20.2 exclude the appearance in the ALSN receiving equipment of lengthy processes of the reception of code signals , which are observed in the prototype (1) and analogues (2, 3) due to the long restoration of the required sensitivity of the UK25 / 50 amplifier, due to the large difference (ten or more times) between the code current in the rails at the output end of this rail circuit and the code currents in rails at the input end of adjacent rail chain.

The economic efficiency of the device is expressed by the exclusion of the harmful effects of interference during the passage of insulating joints on the normal operation of the ALSN system with the elimination of failures in the operation of this system, and therefore, increase the reliability of its operation, increase the throughput of the station and hauls, traffic safety, improve the culture and productivity of drivers, intensification of train work, reduction of operating costs and reduction of losses from malfunctions in the operation of automation devices.

Sources of information taken into account when compiling a description of a utility model:

1. Leonov A.A. Maintenance of automatic locomotive alarms. - 5th ed., Revised. and add. - M.: Transport, 1982 (see Fig. 35, pages 68-71 and 99-124).

2. Arcat B.C. and other rail chains. Analysis of work and maintenance. - M .: Transport, 1990 (see Fig. 4.20, pages 107-109).

3. Kravchenko E.I., Shvalov D.V. Rail coding. - M.: Route, 2005, 134 p.

Claims (1)

An encoded rail chain containing the first rail line, which has the first and second rail threads bounded at the ends by insulating joints, and to which the rail threads of the second rail line bordering the rail threads of the third rail line and from the other end adjoin at one end thereof the end is adjacent to the rail threads of the fourth rail line, and a typical power and coding unit (BOD) is connected to one end of the rail line through a choke transformer, the coding transformer of which is connected via a contact t of a transmitter relay with an alternating current source of industrial frequency 50 Hz, and its supply line transformer is connected to a frequency converter P450 / 25, while a typical relay-coding unit (BRK) is connected to the other end of the rail line through the corresponding choke transformer, whose coding transformer is connected through the contact of the corresponding transmitter relay to an alternating current source of industrial frequency 50 Hz, and the resonant LC circuit connected to the output of the DBK is connected to a track relay connected to standard elements of the switching circuit of the transmitter relay of the relay end of the base rail circuit, and the elements of the switching circuit of the transmitter relay connected to the code-switching relay of the relay end connected to the elements of its inclusion, while the code-switching relay of the supplying end of the rail circuit connected to the circuit of its inclusion, connected to standard elements of the switching circuit of the transmitter relay of the supply end of the bases of the rail circuit, characterized in that at the borders of adjacent rail circuits separated by an insulating connecting joints, the corresponding traction connectors, connecting the supply and coding equipment or relay-coding equipment to the rail threads through the corresponding choke transformer, are not connected directly to the rails of their own rail line, but only after they are formed by short traction connectors (within the limits of placement of insulating plates joints, taking into account the connection points of the connectors to the rails) of the cables laid along the rails of adjacent rail lines, and the coding The parameter at the relay-coding end is supplemented with a code-current reduction relay, which is connected through a contact of the code-switching relay, a control current limiter shunted by a front (closing) contact of the current-reduction relay, and a rectifier bridge with one (first) winding of the code-current monitoring transformer, and the other (second) winding of this transformer is connected in series with the contact of the transmitter relay and an additional code current limiter introduced into the device, shunted by the rear (open contact) of the code current reduction relay, and the coding equipment at the supply-coding end of the rail circuit is supplemented with a voltage reduction relay, its follower and matching transformer, one winding of which is connected in series with the track winding of the coding transformer, and the other winding through a rectifier bridge connected in series, the limiter of the actuation current of the voltage reduction relay, shunted by the first front contact of the voltage reduction relay, and the code-switching front contact about the supply end relay is connected to the voltage reduction relay, the second front contact, which is connected to the repeater power supply circuit of the voltage reduction relay, the switching contact of which is connected to the track winding of the supply track transformer and the additional winding of the corresponding choke transformer by its rear contact, is connected to the rear contact with coding transformer by the side winding to turn on the full estimated number of turns, and the front-end contact is connected to the tap in the track winding by coding guide transformer to enable a reduced number of turns.