SU1230899A1 - Locomotive automatic signalling device - Google Patents

Description

2. The device according to claim 1, characterized in that the detecting unit of the last train car contains a monitoring relay, the supply circuit of which includes the closing contact of the track receiver of its own rail line, in parallel with which the serially connected disconnecting contact of the traveling receiver of the previous rail line and its own closing contact are connected the contact, while the input of the unit is formed by a disconnecting contact. The invention relates to railway automation devices providing interval control. and train traffic safety mainly in the subways.

The purpose of the invention is to increase reliability.

FIG. 1 is a schematic diagram of the proposed device; in fig. 2 is a circuit diagram for switching on a control relay.

Rail lines 1-5 are equipped with transmitters and track receivers, respectively, 6 with contacts 6.1; 6.2; 7 - with contacts 7.1; 7.2; 7.3; 7.4; 8 - with contacts 8.1; 8.2; 8.3; 9 - with contacts 9.1; 9.2; 9.3 10 - with contacts 10.1; 10.2. To the output end of each rail line is connected respectively to the input of the generators 11 -13 code signals. Each generator is connected by control inputs to outputs of the estimated number of track receivers of the next rail lines. The output of each code signal generator is connected via the closing contact of the track receiver of the same rail line to the input of the corresponding detection unit 14-17 of the last train car of the previous rail line.

Each detection unit of the last train carriage, for example, 15, contains a circuit from a series-connected contact 8.2 of the track receiver of its own rail line and contact 7.3 of the track receiver of the previous rail line. One end of this circuit forms the input of block 15, and the other end of the block 15 of detection of the last train car, which is connected to the input end of its rail line 3. In addition to the described circuit, each block of the last train car, for example 15, contains a second circuit of series-connected contact 8.2 track receiver of its rail line and pin 19 of the receiver of its rail line, and the first output is formed connected in series with the specified contact closing contact of the track receiver of the previous one ode movement of the rail line, the point of connection to said contacts break contact connected relay control its rail and the contact line is formed by the second output unit.

relay relay. One end of this circuit forms the input of block 15, and the other end of output of block 15, which is connected to the input of block 14 of detection of the last train car of the previous rail line 2. Thus, the output of any generator is connected to the input ends of all previous rail lines finding the last car of the train. The control relay 18 (Fig. 2), having contacts 18.1 and 18.2, is connected to the power source via contact 7.4 of the track receiver of its own rail line 2, in parallel with which own contact 18.2 and terminal 6.2 of the track receiver of the previous rail line 1 are connected in series. relays of the last car of the train, related to other rail lines. The signal transmission circuit on the rail lines includes contacts 19–21 of the latching relay of the last rail car of the rail lines. In the forward train of train 22, a receiving-decrypting unit 23 is placed, inductively connected to the rail line 3, within which the first train of the train is located. On

5, the last train car has an additional receiving and decoding unit 24, which is inductively connected to the rail line 2, within which the train tail is located. The output of block 23 is connected to the first input of the signal-execution unit

0 25, the second input of which is connected to the output of unit 24 via line 26 of the intra-train communication. On symmetric trains, on which the receiving-decoding unit can be used as an additional receiving-decrypting unit 24

5, designed for a different direction of motion for receiving and de-defining the main signaling, unit 24 is connected to the in-line communication line 26 via the closed position of the switch 27 in the front. Due to the symmetry of the train for this direction, the output of the unit 23 is connected to the line 26 of the in-line communication, respectively, via the open position of the directional switch 28.

The device works as follows.

From the outputs of the traveling receivers (Fig. 1), depending on their conditions, determined by the occupancy or freeness of rail lines by trains, signals are received at the control inputs of the code signal generators. The generators form the corresponding code signals of the permissible driving speeds. Signal currents carrying the specified code signals from the outputs of the code signal generators are transmitted to the rail lines through their output (in the direction of train travel) ends. These signal currents by means of inductive coupling perceive receiving-deciphering units located in the first cars of moving trains. The reception of code signals from each rail line occurs during the time that the first car of the train remains within this rail line. Thus, in the position shown in FIG. 1, the receiving and deactivating unit 23 of a train, the first car of which is located within the rail line 3, receives, by inductive coupling, the signal currents from the generator 12 of the code signals of this rail line. The received and decrypted signal from the output of block 23 is fed to the first input of the signal-execution unit 25, which signals the driver about the current allowable speed and automatic motion control based on the information coming from the path. The rail line 2, within which the last car of the train 22 is located, also receives a signal current from the generator 13 of the code signals of the rail line 4, which is next in the direction of train travel relative to the rail line 3 occupied by the first car of train 22. Therefore The code signal generator 13 generates code signals which for the train 22 are preventive, i.e. carry information about the permissible speed of movement within the next rail line 4. From the generator 13 output of the code signals, the signaling current of the warning signal comes through contact 9.1 of the track receiver 9 and blocks 15 and 14 of the last carriage of the last carriage to the input end (in the direction of train travel) line 2. In block 15, the signal current passes through contact 8.2 of the track receiver 8 occupied by the rail line 3 and contact 19 of the latching relay of the last car of the rail line 3, which is under current m latching circuit through raz0

the closing contact of the track receiver 7 of the previous rail line 2 until the train releases this rail line (see Fig. 2). The output current of the detection unit 15 for detecting the last carriage of the train is not received, since this output is disconnected by contact 7.3 occupied by the train of the previous rail line 2. In block 14 the signal current passes through contact 7.2 of the track receiver 7 rail

0 line 2, occupied by the last car of the train, and contact 6.1 of the track receiver b of the free rail line 1. Signal current does not flow to the second output of block 14 because this output is turned off by contact 18.1 of relay 18 (Fig. 2), both circuits are tannin which is broken (when the rail line 2 is overloaded - by contact 7.4 of the track receiver of this rail line, and then when the previous rail line 1 is released by the train - by contact 6.2 of the track receiver of this rail line). Thus, at each instant of time, the output of the code signal generator, which is precautionary with respect to the rail line, occupied by the head of the train, is connected to the input end (in the direction of train movement) of that rail line, within which the last carriage of the train regardless of the number of rail lines simultaneously occupied by train. An additional receiving and decrypting unit 24 (Fig. 1), placed on the last car of the train, receives the signal current through inductive coupling to the rail line 2, within which the last car of the train is at the considered time. The warning signals processed in block 24 come from its exit into line 26 of an intra-train connection, and from there to the second input of signal-execution unit 25. When used on the last carriage of the train, the same receiver-decryption unit, which in the opposite direction of motion serves receiving and decrypting in the first carriage of the main signaling signal coded signals, said signal passing is performed through the direction switch 27. So in

5, each moment of time, the signals of the signal-executive unit 25 simultaneously receive signals from the main (from the output of block 24) and warning (from the output of block 24) alarms. The driver receives, therefore, the alarm of specific

0 values of the permissible speed of movement current and coming within the next rail line. Knowing the permissible speed, the driver can drive the train more efficiently.

0

Claims (2)

1. AUTOMATIC LOCOMOTIVE SIGNALING DEVICE, comprising a track receiver located on the track and connected to each rail line and an input end thereof, a code signal generator connected to the outputs of the track receivers of the following rail lines, and on the train, inductively coupled to the rail line receiving and decoding unit, the output of which is connected to the first input of the signal-executive unit, characterized in that, in order to increase reliability, it is equipped with a detection unit last about the train car, the input connected through the make-up contact of the track receiver of the next rail line to the output of the code signal generator of the next rail line, the first output to the input end of its rail line, and the second output to the input of the detection unit of the last train car of the previous rail lines, and on the last car of the train - an additional receiving-decrypting unit, inductively connected to the rail line, the output of which is connected to the second input of the signal-executive unit. cpue.i 2. The device according to π. 1, characterized in that the detection unit of the last carriage of the train contains a control relay, the power circuit of which includes the make contact of the track receiver of its rail line, in parallel with which are connected in series the disconnect contact of the track receiver of the previous rail line and its own make contact, while the input of the unit formed by the opening contact of the track receiver of its rail line, and the first output is formed connected in series with the specified contact closing contact ohm of the track receiver of the previous rail line, and the disconnecting contact of the monitoring relay of its rail line is connected to the connection point of the indicated contacts, and the second block output is formed by this contact.