SU673508A1 - Automatic interlocking device - Google Patents

Description

(54) AUTO-LOCKING DEVICE 36 outlets reduces their maximum length, which leads to an increase in hardware when designing devices for most trunk lines. The aim of the invention is to simplify and improve the reliability of the auto-lock operation. This is achieved by having the device installed at each signal point of the path, with a notification relay connected to a power source through the front contacts of the track, a previous relay circuit relay and a switching relay, connected to the power source through the rear track contacts of the previous track circuit and rear contacts from of the main relay, the control input of the generator of the carrier frequency of the numerical code is connected through the front contact of the switching relay to the sensor of the numerical code, and the generator of the carrier frequency of the numeric code - to another input of the heterodyne receiver. Pa drawing presents a block diagram of the autolock. The device contains track circuits 1, 2, 3. At each signal point 4, 5, a heterodyne receiver b (7) is installed, which is connected via a track transformer 8 (9) to the input end of the track circuit via a track input, and output , I. To the output end of the track circuit through. The track transformer 12, 13 is connected in a well-connected generator 14 of the signals of the frequency loco alarm signal and the generator 15, 16 of the carrier frequency of the numerical code. The output of the generator 16 is a carrier frequency numerical; the code is connected to the local input of the heterodyne receiver 6. In addition, each signal point 5 has a feedback relay 17 connected to the power source through the front contacts 10. 10.2. Track relay 10 of the previous rail circuit. Linear relay 18 controls the traffic lights connected to the power source through the front contacts 10.3; 10.4 track relay 10 of its own track circuit, and front contacts | .1.1; 11.2 17.1, 17.2, respectively, of the track 11 and of the known 17 relay of the subsequent track circuit. Through the rear contacts 10.5, 10.6 of the track relay 10 of the previous track circuit and the rear contacts 17.3; 17.4 and a relay relay, a coil relay 19 is connected to the power source. A numerical code sensor 20 is connected to the control input of the generator 15 of the carrier frequency of the numeric code through the front contact 18.1. The front contact 19.2 is connected to the frequency signal of the ALS 8 generator 14. The locking works as follows. . In the free state of the rail circuit 2, the continuous signal at the frequency of the carrier of the numerical code formed in the generator 15 comes from its output through the serially connected output of the generator 14 of the signals of the frequency locomotive signaling to the track transformer 13 and further to the rail circuit 2. At the input receive the end of the track circuit, the signal from the track transformer 8 is fed to the track input of the heterodyne receiver 6. Its second input receives a signal from the generator 1b of the carrier frequency of the numerical code used for pi Ani relsovoytsepi 1. Since the number-bearing signals in adjacent frequency rail chains differ from each other (in practice a few Hertz), the .priemnike b at the free track circuit 2 formed subtractive intermediate frequency. This is a sufficient condition for driving Track Relay 10 connected at receiver output b. With a free track circuit 3, relay 11 is output at the output of track receiver 7 in a similar way to excitation. Through front contacts 10.1; 10.2 the bullet relay 10 initiates a latching relay 17 located at the signal point 5 of the traffic light and used to send notifications about the train’s approach to the station or the crossing. As a result, front terminals 11.1; 17.2; 11.2 track relay 11 and front contacts 10.1, 10.2 relay 10 excites a linear relay 18 located at signal point 4 of a traffic light. The contacts of the track relay and the linear relay switch on the green lamp on the track light and select the appropriate numerical and frequency locomotive signaling signals (not shown in the circuit diagram of the traffic light lamp and the choice of ALS signals). Similarly, the control of traffic lights and the selection of ALS signals at other signal points is carried out. From the moment the rail track 2 is seized, relay 10 is de-energized and its contacts 10.3 open; 10.4; 10.1 and 10.2 in the circuit of the linear relay and the relay notification. As a result, the linear relay 18 at the signal point of the traffic light 5 is de-energized. Through the rear contacts 1o and 18 at the traffic light 4 a red light is turned on. Through the rear contacts 10.5; 10.6 and 17.3; 17.4 relays 10 and 17, a code-switched relay 19 is excited at the signal point of the traffic light 5, and the contact 10.1 of this relay is connected to the generator 15 with a numerical code sensor 20.

As a result, in the rail circuit .2 instead of a continuous signal from the output of the generator 15, pulses of a numerical code begin to be available. At the same time, contact 19.2 closes the transmission circuit to the rail line of the code signal of the frequency ALS from the output of the generator 14.

After the release of the track circuit

2 of the pulses of the numerical code, the track relay 10 is energized, which selects a yellow lamp at the traffic light 4 with its front contacts. The relay 17 is energized through the front contacts 10.1 and 10.2 of the relay. contact 19.1 disconnects from the generator 15 the sensor of the numeric code 20. As a result, a continuous signal starts to arrive in the track circuit 2

at the frequency of the carrier of the numerical code, the front contact 19.2 opens the transmission circuit to the rail circuit 2 of the frequency signal ALS.

.After the release of the track circuit

3 and driving track relay 11 energizes linear relay 18, as a result of which green light is on at traffic light 4 and the circuit will return to its original state.

In the considered system, the frequencies for operation of track circuits (for example, 71; 75; 79; 83 Hz) are within the passband of the locomotive receivers of the existing system of numerical ALS (for example, at 75 Hz) and are simultaneously used for the operation of these devices. At these relatively low frequencies, the stability of signals (in frequency) required for reliable operation of heterodyne receivers can be obtained with simpler methods of their formation. This makes it possible to significantly simplify the channel-forming equipment, increase its reliability and simplify maintenance. Power supply devices when

This can be carried out from any power sources of the appropriate voltage (including from autonomous ones). .

Claims (2)

1.Novikov M.A. Automatic locking scheme. Transport, 1977. 2. Shishlkov A.V., et al. Traveling devices of multi-valued ALS for high-speed line. -Av  one, communication tomato, remote control, 50 1975, p. 4-8. P g W sh J-uj t fit n pz If.Z ft five