SU1017537A2 - Train control apparatus - Google Patents

Abstract

DEVICE FOR TRAIN MANAGEMENT on avt.sv. 796008, characterized in that, in order to increase reliability, it is equipped with a current relay, the windings of which are included in the supply circuit of electropneumatic dotormazhivany valves in series with the fryunt contact of the dotormazhivna relay, and the front contact of the current relay is connected to the circuit from the front-relay contacts of speed-relay connected in series and relay hundred nki traveled .. (l jv with to

Description

The invention relates to railway automation and is intended to increase the safety of train traffic, mainly on metro lines.

According to the main auth. No. 796008, a device for controlling a train is known, comprising a driver controller; brake relay connected to a power source through the front contact brake position of the driver controller, relay overrun, connected through the controller zero position contact, train station relay connected through the front contact serially connected, rear brake relay and rear contacts, actual speed relay minimal. up to the maximum, a running mode relay connected to a power source through the front contact of the controller running position, a speed control relay connected through the front of the 1-st clock of the train station relay, a brake relay connected to the power source through the front-speed switches, electro-pneumatic dotormazhivnye valves and connected through series-connected front and series-connected rear contacts of the speed control relay, service braking efficiency control unit and p barely controlled by an electropneumatic valve, dotormazhiv relay, connected to the power source through a serially connected rear contact of the running mode relay, front contact of the brake brake-o mode, rear contacts of the actual speed control relay and the front contact of the train station relay, and parallel to the front contact of the brake mode relay the front contact of the i run out relay is connected, and the front contact of the dotormazhiv relay is connected to the power supply circuit of electropneumatic dotormazhivany valves, and The output contacts of the running mode relay are included in the power supply circuit of the overrun relay in series with the controller zero position contact, and in the excitation circuit of the relay. control of the electro-pneumatic valve in series with the front contacts of the speed control relay are connected in parallel with the front contact of the control relay for minimum actual speed and rear contact. stand: not zda, parallel to which are connected the series connected front contact of the running mode relay, rear contacts relay brake overrun and overrun relay and front-connected series

speed control relay contacts and train station relay ij.

The disadvantage of such a device is that if the supply is interrupted in the chain of dotormazhivanie valves during the train station on the ascent, it can slide. This is due to the inertia of the control unit for the effectiveness of service braking, which turns off the control valve of the electropneumatic valve only after the pressure in the brake cylinders drops below the minimum. During the response time of the performance deceleration control unit and the exposure time of the electro-pneumatic valve control relay, the train can roll up to a speed greater than the speed controlled by the minimum actual speed relay. In this case, the power supply of the control relay by the electro-pneumatic valve is restored through the front contact of the control relay of the minimum actual speed, which allows the train to roll further.

The purpose of the invention is to increase the reliability of the device.

The goal is achieved by the fact that a device for controlling a train, containing a brake relay driver controller, connected to a power source through the brake contact front position of the driver controller, overrun relay, connected through the zero position controller, train station relay connected through serially connected front contact brake mode and rear contacts of the relay to control the actual speed from minimum to maximum, running mode relay connected to the source iku power contact through the front spindle position controller, the speed control switch, including .chennoe via front relay contact APIS train braking relay connected to the power source Th. cutting the front contacts of the speed control relay, electropneumatic damping valves and connected through series-connected front and series-connected rear contacts of the speed control relay, service efficiency control unit: electropneumatic valve control relay, dotormazhi relay connected to the power source through serially connected rear contact of the running mode relay, front contact of the brake mode relay, rear contacts of the control relay actually oh speed and front contact of the train station relay, and parallel to the front terminal of the relay brake mode is connected

The front contact of the overrun relay, and the front contact of the dotormazhiv relay are connected to the power supply circuit of electropneumatic dotormazhivny valves / and the rear contacts of the running mode relay are connected to the power supply circuit 5 of the relay, in series with the zero contact of the controller, and into the excitation circuit. an electropneumatic valve control relay in series with 10 front contacts of the speed control relay are connected in parallel with the front contact of the control relay with a minimum of the actual speed and the TYPE contact of the relay of the 15th stand of the train, in parallel with which are connected sequentially connected front contact of the running mode relay, rear relay of the brake mode and the overrun relay and the successively connected front contacts of the speed control relay and the train station relay are equipped with a current relay ki is included in the power circuit Ele "evmaticheskih the Vienna -5 tiley dotormazhivani series with the relay contact dotormazhivani frontline, and a front contact current relay included in the chain of series-connected relay contacts front speed control solution and in-ku relay hundred trains.

The drawing shows a circuit diagram of the device. - ". 35

The device contains a controller with contacts 1, 2 and 3, respectively, of zero brake and running positions associated with contact 2 of brake mode relay 4 with clock cycles of 4.1 and 4.2, associated with contact 1 of overrun relay 5 with contacts 5,1 and 5,2, relay 6 stoke trains with contacts 6,1-6,6, rear 7 and front 8 contacts of the main elec.tritic-45 relay (not shown), rear 9-14 and front The 15 and 16 contacts of the actual speed control relay, and the contacts 15 and 16 relate to the mini-actual speed control relay, the speed control relay 17 with ontact 17,1-17,4 ,. and speed control relay 18 with contacts 18.1-18.4, switched on with the indicated ones, barely in series through contacts 6.3 and 6.5, block 19 comparing the actual speed with the permissible, connected via link 18.1 and 17.1 of relay 20 a braking operation, a service braking efficiency control unit 21 consisting of a current relay, 60 switching brake motors and a pressure sensor in brake cylinders, the current relay and a pressure sensor being installed on each train car and their contacts are 5

are in parallel, and within the train these groups are connected in series (current relays and pressure sensors on the Drawing are not shown), a relay 22 controlling an electric valve connected to pin 3 of the controller 23 of the running mode 23 with contact 23.1, 23, 2 and 23.3, the dotormazhiv relay 24 with contacts 24.1, to which the electro-pneumatic dotormazhiv valves 25 and the current relay 26 connected in series with them 26.1 connected in series with the service braking effectiveness control unit 21 are connected ep power relay 22 electropneumatic control valve.

The device operates as follows, ..

During switching on the device, the train station relays 6 initially receive power through the rear contact 7 of the main electric relay and then through the serially connected rear contact 23.2 of the running mode relay 23, front contact 4.1 brake mode relay 4 or front contact -5.1 relay 5 . Avoidance (depending on the position of the control lever), rear contacts 9-13 and front contact 6.2. The relay 6 of the train station with its front contact 6.3 closes the excitation circuit of the relay 17 and 18 of the speed control, which by the front contacts 17.1 and 18.1 close the excitation circuit of the braking relay 20. The train does not move at the same time, even if the controller is in the zero position due to the fact that relay 24 of the dotormazhivr is energized, through the front contact 24.1 of which power is supplied to the electro-pneumatic valves 25 and the current relay 26. This monitors the presence of power to the electroplating valves x 25 current turnips 26, train deceleration is controlled by relay 22 up. control by an electropneumatic valve, which receives power through a series-connected service braking effectiveness control unit 21, front contact 26.1 of current relay 26, front contacts 17.3 and 18.3 speed control relay, front contact 6.4 train relay and front contacts 17.2 and 18.2 speed relays. If braking is not effective, the efficiency control unit 21 of the service torus can break the power supply circuit of the relay 22 for controlling the electropneumatic valve, which commands the tea command to activate emergency braking. , In case of disturbances in the power supply circuit of the electro-pneumatic valves 25 for dormating during train stands.

for example, the power supply circuit is broken, the current relay 26 with its contact 26.1 breaks the power circuit of the relay 22 before what block 21 does because of the inertia of the latter.

When switching the controller to the driving position, a running mode relay 23 is energized, which, by its rear contact, breaks the power supply circuit of the relay 6 of the train stand and the dotormazhiv relay 24. The relay 22 controlling the electropneumatic valve at the first moment of acceleration of the train receives power through series-connected front contact 23.1 of the running mode relay 23, rear contact 4.2 of the brake mode relay 4, rear contact 5.2 of the overrun relay 5 and front contacts 17.2 and 18.2 relays 17 and 18 of the speed control, and after the end of the exposure of the relay of the six hundred trains, also through the sequentially connected rear contact 6.6 of the train station relay and front contacts of 17.2 and 18.2 relays 17 and 18 speed control. ,

When the train is forced to stop, for example, at the station, the stop signal / stop is not present, the speed control relay 17 and 18 are energized, and the deceleration relay 20 does not issue a command to activate the automatic brakes. When the train speed decreases below the speed that the relay controls the minimum actual speed, the train station bats and dotormazh relays 24 will receive power, contact 24.1 of which supplies power to the electro-pneumatic dotormazhiv valves 25 and 26 current relay. The train station relay breaks the power supply circuit of the electro-pneumatic valve control relay 22. The power supply of the relay 22. is recovered in pos. Then it is connected to the service braking efficiency control unit 21, front contact 26.1 of current relay 26 / front contacts 17.3, 18.3 relay 17, 18 speed controls, front contact 5.4 relays 6 one hundred n1 (and trains and front contacts 17 , 2 and 18.2 speed control relays in case of an operative chain of valves 25 for dotormazhivan through the front contact 24.1 relays 24 dotorma: live.

If there are violations in the power supply circuit of the valves 25 when the train is under pressure, for example, on a lift, the current relay 22 controls the electropneumatic valve 1 before the train reaches a speed that the relay controls the minimum actual speed. I

The proposed device allows

implement automatic regulation of the train speed according to safety conditions while simultaneously monitoring the operability of the power circuit of the Dotormazhivan valve during the train station, which provides increased reliability due to the instantaneous activation of emergency braking in the event of disturbances in the power circuit of the dotormazhi valves.

Claims (1)

DEVICE FOR MANAGEMENT. BY TRAIN by bus 796008, characterized in that, in order to increase reliability, it is equipped with a current relay, the windings of which are included in the electric air supply circuit. retormation valves in series with the front contact of the retardation relay, and the front contact of the current relay is connected to the circuit from the front-connected contacts of the control relay t, for speed and the train stop relay. m joint venture with m J