SU1766757A1 - Train velocity control device - Google Patents

Abstract

Usage: in the field of railway automatics and can be used in systems of interval control of train movement. The essence of the invention: the device comprises a rail line (1), a generator (6), a decoder (20), a time reference element (30), a memory register (21), 4 inverters (22), an AND element (32), an OR element ( 30), analog-to-digital converter (19). 2-3-4-10-12-13-15-16-17-18-19-20-27- 28-29-30-31-32-33-34-35, 2-3-4-9- 7-8. 1 il.

Description

The invention relates to the field of railway automation and can be used in interval control systems for train traffic.

A device for controlling the acceleration of a trailer sliding off a hill is known. A disadvantage of the known device is the presence on the paths of pedals that fix the passage of the wheelset. A speed control device is also known, the measurement of which is carried out by a radar speedometer (ibid.). The disadvantage of this device is the presence of floor devices.

The closest in technical essence to the claimed device is the device selected for prototype control of the speed of the train (Astrakhan V.N. et al. Automation systems for controlling subway trains, M .: Transport, 1989, pp. 63-72), comprising a generator connected to a rail line to which a trip relay is connected, connected to a decoder, a countdown element, a memory register, an amplifier, and a code relay.

A disadvantage of the known device is the use of a loop.

The aim of the invention is to increase reliability by using an electronic circuit for tracking the movement of a train that does not require the use of track pedals and a connecting cable.

This goal is achieved by the fact that the device for controlling the speed of the train, containing the control frequency generator installed on the path, connected to the rail line, which is connected to the track relay, decoder, time element, memory register, inverters, AND, OR elements, amplifier, output connected to a code relay, it is additionally equipped with an analog-to-digital converter, outputs connected to the inputs of the decoder and through inverters with information inputs of the memory register, signal switch, information inputs connected to the outputs of the memory register, one input of an analog-to-digital converter is connected through a bandpass filter and a rectifier (we draw your attention to the fact that six words from the claims made by the examination are omitted here) to a rail line to which its other input is connected through a signal switch, and the output of the decoder through the AND element (we draw your attention to the fact that the OR element is indicated here in the claims drawn up by the examination, due to the fact that the outputs of the decoder 20 are inverse [see IMS K155IDZ], then in the circuit in place of the IMS 27 there should be a logical element And; if we take the decoder abstractly, the decoder outputs are not inverse, then logic element I can be provided as element 27) and the pulse shaper is connected to one input of element And, the other input of which is connected to the output of the time element, and the output to the trigger input, the output which is connected to the amplifier input, and the memory register reset inputs (we draw your attention to the fact that there is only one memory register in the proposed one), time counting element and trigger are connected to the contacts of the trip relay.

Comparative analysis with the prototype shows that the inventive device is characterized by the presence of new elements: a signal frequency generator, filters, an analog-to-digital signal switch, an analog-to-digital converter, a decoder, a memory register, logical unit shapers.

Thus, the claimed device meets the criteria of the invention of novelty.

A comparison of the proposed solutions with other technical solutions shows that the proposed differs from the known ones in that it does not have devices located along the track section, which leads to increased reliability of the operation of train speed control devices. In addition, the proposed device allows you to control the location of the head of the train and the speed with high accuracy (100-150 m, 5-10 km / h). (The text of the application describes a schematic diagram of a device that controls speed with less accuracy, this was done to simplify the description). All this allows us to conclude that the technical solution meets the criterion of significant differences.

The essence of speed control is that when the train moves along the track section, the input resistance of the rail line and the voltage between the rails at the supply end change. To compensate for the influence of insulation resistance, additional resistors are connected to the input of the analog-to-digital converter. Their number and combination depends on the actual insulation resistance at the moment the train enters the track section. In the described scheme, 16 gradations of insulation resistance are provided (there can be any other quantity). Reducing the voltage between the rails at the supply end in unit time (V / s) depends on the speed of the train (m / s), if the above compensation is provided and the distance from the supply end of the rail line to the head of the train does not exceed 1000-1500 m (the case is considered when the insulation resistance is reduced to 1 Ohm / km, the frequency of the control current is in the range of 25-75 Hz).

The drawing shows a schematic diagram of a device.

The invention is illustrated by the following example. The drawing shows the pre-entry traffic light 1, measuring sections 2, 3, 4, the input signal 5, the control frequency generator 6, the filter 7, the devices of the supply end 8, the track and isolation transformers 9 and 10, the contacts of the track relay 11.1, 11.2, 11.3, 11.4 , a band-pass filter 12, a rectifier 13. To the output of the rectifier through a digital-to-analog signal switch 14, additional resistors 15, 16, 17 and 18 and a track relay contact 11.2 are connected to the input of an analog-to-digital converter 19, to the output of which a decoder (demultiplexer) 20 and a register are connected memory 21 through inverters 22 .

To the clock input of the memory register and the input of the first driver of the logical unit 23 through the contact of the path relay 1.3 and the resistor 24 are connected, respectively, plus 25 and minus 26 of the pole of the power source. The decoder output through the first logical element OR 27, the second 28 and third 29 shapers of the logical unit and the logical element OR-NOT 30 is connected to the input of the time reference element 31, which contains the generator 31.1 and programmable counter 31.2. The outputs of the time reference element and the output of the second driver through the second logic element ^ 32, trigger 33 and amplifier 34 are connected to a code (code-disconnecting) relay 35, the front contact of which 35.1 is included in the rail circuit. A positive pole of the power supply is connected to the second trigger input via parallel-connected contacts of the track relay 11.4 and the signal relay 36.

The device operates in two stages. First, the voltage at the input of the analog-to-digital converter is corrected, depending on the state of the ballast, then the movement of the train is tracked along the section (along the rail circuit).

By means of the magnitude of the voltage at the supply end of the rail line, the coordinate of the head of the train is determined, and the speed of the train (m / s) is determined by the rate of decrease in this voltage (V / s). The speed is determined by comparing the actual travel time on the sections of the path 2,3 and 4 (h, I2, I3) with a given time interval. If the actual travel time exceeds a predetermined interval, the code-switching relay holds the armature in the pulled position and the rail circuit is encoded with red-yellow fire codes when signal 5 (N) is closed. When signal 5 is open, the speed control device does not work. If the actual running time is less than the specified interval, then the code-switching relay is de-energized and disrupts the encoding, which leads to emergency braking.

The length of sections I1, I2, I3 is chosen so that, taking into account the reduction in speed, the travel time for each of them would be the same. In FIG. 1 shows only three measuring sections (I1, I2, 1h) to simplify the explanation of the operation of the device. As the number of measuring sections increases, the accuracy of tracking the speed of the train increases.

The following ICs are used in the device: K56-1KTZ - a switch for digital and analog signals, K155IR1 - a memory register, K155IDZ-decoder, K155AG1 and 564IE15 - a time reference element.

The device operates as follows.

In the absence of a train, the track relay of the proximity section (winding is not shown) is energized, and the control generator (frequency is different from the signal frequency) through filter 1, transformers 8 and 10, the front contact of the track relay 11.1 and the filter of control frequency 12 feeds the rectifier 13, whose output through the contact of the track relay 11.2 is connected to the analog-to-digital Converter 19, the output of which appears a binary number that reflects the state of the ballast. When ballast is dry, logical units are present on all ADC output buses, when logic is wet, logic zeros are present, and in the intermediate state, there is an intermediate number from 0 to 15 in the binary system.

At the moment when the approach section is engaged and the front contacts of the track relay are engaged and opened, by means of the contact

11.3 information from the ADC through the inverters 22 is recorded in the register 22. It should be noted that the front contacts of the track relay 11.1, 11.2, 11.3 do not open at the same time. The contact point 11.3 must contain the contact that opens first. At the same time, the common shunt is removed from the additional resistances 15, 16, 17 and 18 (contact 11.2) and separate (the contacts of element 14) ’are superimposed. The number and combination of superimposed shunts corresponds to the state of the ballast. The resistance values are resisted by the law 8 · R13 = 4-Rie = 2 - R17 = R18. However, taking into account that the resistance of the contacts of the switch 14 and the input resistance of the ADC 19 are from several tens to several hundred Ohms, the above dependence should be adjusted so that with the open front contact 11.2 and the closed rear contact 11.1, the voltage at the ADC input would not depend on the state ballast. In other words, the contacts of the switch 14 adjust the voltage at the ADC input to a value that corresponds to wet ballast, and with the contact 11.1 (after de-energizing) this voltage increases to the value when logical units appear on all ADC inputs.

Thus, with any ballast, after the train enters the approaching section, logical Gs appear on all input buses of the decoder 20. Moreover, only at the output of the decoder 20 is the potential lowered.

As the train approaches the supply end, the potentials at the outputs of the decoder 20 decrease sequentially. As mentioned above, the train travel time in sections h, I2, 1z during the speed reduction program is the same and must be greater than the set one. In this case, the potential at the output of element 27 decreases three times, which causes the appearance of short-term pulses at the outputs of elements 28 and 29. At the very beginning of the train’s movement along the approaching section, the exposure time reference element 31 is zeroed, which uses a generator with a frequency of 1000 Hz and a programmable counter that works in a single counting mode with a division ratio of 13329. Such inclusion of a generator and a counter allows counting a time of 13 s (a given interval of the running time for each of the sections (I, I2.1z)). The initial zeroing with the subsequent start to the account occurs by opening the contact 11.3 and the appearance of a short-term pulse at the output of the former 23, which through the element 30 enters the input K _{about the} counter 31.2. Subsequent zeroing of the counter 31.2 occurs through elements 28 and 29, when the potential decreases at the output of element 27 (the head of the train passes points A, B and C). If the train runs without speeding, then first the potential increases at the output of the counter 31.2, and then at the output of the shaper 28. This sequence of potential changes does not affect the state of trigger 33, because at the output of element 32, the potential does not increase. If there is a potential increase at the output of the shaper 28 earlier than at the output of the counter 31.2 (i.e. the train went too fast), the trigger 32 will switch, the code relay 35 will turn off and with its contact 35.1 will interrupt the code current circuit.

To ensure the safety of train traffic, the proposed device should be duplicated in the same way, and the contacts of the code-switching relays of both sets are connected in series to the power circuit of the rail line.

Analysis of the inventive device for controlling the speed of a train showed that, in comparison with a device of a similar purpose (prototype), the inventive device is more reliable, i.e. can fix the location of the head of the train and its speed with almost any degree of accuracy. So, technical and economic efficiency is expressed in increasing the reliability of operation and throughput, as well as in reducing capital costs.

Claims (1)

Claim A device for monitoring the speed of a train, comprising a control frequency generator installed on the path and connected to a rail line connected to a track relay, a decoder, a time element, a memory register, inverters, AND, OR elements, a code relay and a power source, characterized in that, in order to increase reliability, it is equipped with an analog-to-digital converter, outputs connected to the inputs of the decoder and through inverters with information inputs of the memory register, a switch, information inputs connected to the memory register, and one input of the analog-to-digital converter through a band-pass filter and rectifiers is connected to a rail line to which another input is connected through the switch of the analog-to-digital converter, and the decoder outputs are connected to one input of the AND element through the OR element and the pulse former the input of which is connected to the output of the time reference element, and the output is connected to the trigger input, the output of which is connected by a code relay, and the memory register reset inputs of the time and trigger elements are connected to regular enrollment power through contacts Trip relays.