AUTOMATIC LOCOMOTIVE SIGNALING WITH AUTOMATIC SPEED CONTROL (ALS-ARS) 6.12. Automatic locomotive signaling with automatic speed control must provide: - transmission of signal signals to rail circuits and train devices

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Crossing signaling devices

• Bibliography

1. Classification of crossings and fencing devices

Railway crossings are the intersection of highways and railway tracks at the same level. Movingare consideredobjectsincreaseddangers. The main condition for ensuring traffic safety is the following condition: railway transport has an advantage in traffic over all other modes of transport.

Depending on the intensity of railway and road transport traffic, as well as depending on the category of roads, crossings are divided into fourcategories. Crossings with the highest traffic intensity are assigned category 1. In addition, category 1 includes all crossings in areas with train speeds of more than 140 km/h.

Moving happens adjustable(equipped with crossing signaling devices notifying vehicle drivers about the approach of a train crossing, and/or served by employees on duty) and unregulated. The possibility of safe passage through unregulated crossings is determined by the driver of the vehicle.

The list of crossings serviced by the employee on duty is given in the Instructions for the operation of railway crossings of the Russian Ministry of Railways. Previously, such crossings were briefly called “guarded crossings”; according to the new Instructions and in this work - “moving with an attendant” or “attended moving”.

Crossing alarm systems can be divided into non-automatic, semi-automatic and automatic. In any case, a crossing equipped with a crossing alarm is protected by crossing traffic lights, and a crossing with a man on duty is additionally equipped with automatic, electric, mechanized or manual (horizontally rotating) barriers. Onmovingtraffic lights There are two red lamps located horizontally, which burn alternately when the crossing is closed. Simultaneously with the switching on of crossing traffic lights, acoustic signals are switched on. In accordance with modern requirements, at certain crossings without an attendant, red lights are supplemented white-lunarfire. When the crossing is open, the white-moon light lights up in a flashing mode, indicating the serviceability of the APS devices; when closed, it does not light. When the white-moon lights are extinguished and the red lights are not burning, vehicle drivers must personally ensure that there are no approaching trains.

The following are used on Russian railways: typesmovingalarm:

1 . Traffic lightsignaling. Installed at crossings of access roads and other tracks where approach areas cannot be equipped with rail chains. A prerequisite is the introduction of logical dependencies between crossing traffic lights and shunting or specially installed traffic lights with red and moon-white lights that perform the functions of a barrier.

At crossings with an attendant, the crossing traffic lights are turned on by pressing a button on the crossing signaling panel. After this, the red light at the shunting traffic light goes out and the moon-white light turns on, allowing the movement of the railway rolling unit. Additionally, electric, mechanized or manual barriers are used.

At unmanned crossings, crossing traffic lights are supplemented by a white-lunar flashing light. The closing of the crossing is carried out by workers of the drafting or locomotive crew using a column installed on the mast of the shunting traffic light or automatically using track sensors.

2 . Automatictraffic lightsignaling.

At unattended crossings located at hauls and stations, crossing traffic lights are controlled automatically under the influence of a passing train. Under certain conditions, for crossings located on a stretch, crossing traffic lights are supplemented with a white-lunar flashing light.

If the approach section includes station traffic lights, then their opening occurs with a time delay after the closing of the crossing, providing the required notification time.

3 . Automatictraffic lightsignalingWithsemi-automaticbarriers. Used at serviced crossings at stations. The closing of the crossing occurs automatically when a train approaches, when setting a route at the station if the corresponding traffic light enters the approaching section, or forcefully when the station duty officer presses the “Closing Crossing” button. The lifting of the barrier bars and the opening of the crossing is carried out by the crossing duty officer.

4 . Automatictraffic lightsignalingWithautomaticbarriers. It is used at serviced crossings on stretches. Crossing traffic lights and barriers are controlled automatically.

In addition, warning alarm systems are used at stations. At warningalarm the crossing duty officer receives an optical or acoustic signal about the approach of a train and, in accordance with this, turns on and off the technical means of fencing the crossing.

2. Calculation of the approach section

To ensure unimpeded passage of the train, the crossing must be closed when the train approaches for a time sufficient for it to be cleared by vehicles. This time is called timenotices and is determined by the formula

t and = ( t 1 +t 2 +t 3), s,

Where t 1 - time required for the car to cross the crossing;

t 2 - equipment response time ( t 2 =2 s);

t 3 - guarantee time reserve ( t 3 =10 s).

Time t 1 is determined by the formula

, With,

Where ? n is the length of the crossing, equal to the distance from the crossing traffic light to a point located 2.5 m from the opposite outer rail;

? p - estimated length of the car ( ? p =24 m);

? O - distance from the place where the car stops to the crossing traffic light ( ? o =5 m);

V p is the estimated speed of the vehicle through the crossing ( V p =2.2 m/s).

The notification time is at least 40 seconds.

When a crossing is closed, the train must be at a distance from it, which is called calculatedlengthplotapproaching

L p =0.28 V max t cm,

Where V max - the maximum set speed of trains on a given section, but not more than 140 km/h.

The approach of a train to a crossing in the presence of an AB is detected using existing automatic blocking control centers or using track overlay circuits. In the absence of AB, the areas approaching the crossing are equipped with track circuits. In traditional AB systems, the boundaries of the track circuits are located at the traffic lights. Therefore, the notification will be transmitted when the head of the train enters the traffic light. The estimated length of the approach section may be less or greater than the distance from the crossing to the traffic light (Fig. 7.1).

In the first case, the notification is transmitted over one approach section (see Fig. 1, odd direction), in the second - over two (see Fig. 7.1, even direction).

Rice. 1 SitesapproachingTomoving

In both cases, the actual length of the approach section L f is more than calculated L r, because notification of the approach of a train will be transmitted when the head of the train enters the corresponding DC, and not at the moment it enters the calculated point. This must be taken into account when constructing crossing signaling schemes. The use of tonal RCs in AB systems or the use of superposition track circuits ensures equality L f = L p and eliminates this disadvantage.

Significant operational disadvantage of all existing automatic crossing alarm systems (AP) is fixedlengthplotapproaching, calculated based on the maximum speed on the section of the fastest train. On a fairly large number of sections, the maximum established speed of passenger trains is 120 and 140 km/h. In real conditions, all trains travel at lower speeds. Therefore, in the vast majority of cases, the crossing is closed prematurely. Excessive time when the crossing is closed can reach 5 minutes. This causes delays for vehicles at the crossing. In addition, drivers of vehicles have doubts about the serviceability of the crossing alarm, and they may start driving when the crossing is closed.

This drawback can be eliminated by introducing devices that measure the actual speed of the train approaching the crossing and forming a command to close the crossing taking into account this speed, as well as the possible acceleration of the train. A number of technical solutions have been proposed in this direction. However, they did not find practical application.

To othersdisadvantage AP systems are an imperfect security procedure atemergencysituationsonmoving ( a stopped car, a collapsed load, etc.). At crossings without an attendant, traffic safety in such a situation depends on the driver. At serviced crossings, the duty officer must turn on the traffic lights. To do this, he needs to turn his attention to the current situation, evaluate it, approach the control panel and press the appropriate button. It is obvious that in both cases there is no efficiency and reliability in detecting an obstacle to the movement of a train and taking the necessary measures. To solve this problem, work is underway to create devices for detecting obstacles at crossings and transmitting information about this to the locomotive. The task of detecting obstacles is implemented using a variety of sensors (optical, ultrasonic, high-frequency, capacitive, inductive, etc.). However, existing developments are not yet technically advanced enough and their implementation is not economically feasible.

3. Block diagram of automatic crossing signaling

Automatic crossing signaling (AP) schemes vary depending on the area of ​​application (span or station), the track development of the section and the accepted organization of train traffic (one-way or two-way), the presence and type of automatic blocking, the type of crossing (serviced or unattended) and a number of other factors. As an example, let's consider the block diagram of an emergency on a double-track section equipped with a cab, with notification in an even direction for two approach sections (Fig. 7.2).

Anyway general scheme AP consists of schememanagement, which controls the approach, correct movement of the train and the release of the crossing, and schemeinclusion, which includes moving devices and monitors their condition and serviceability.

The approach of a train is detected using existing AB track circuits. When the train head enters the BU 8P notification transmitter PI transmits information about this through the notification circuit I-OI to the notification receiver At 6th signal installation. With 6SU this information is transmitted to the move.

Upon receipt of a notification, a time delay block BB generates a command to close crossing "Z" after a time that compensates for the difference between the calculated and actual lengths of the approach section. While the train is moving, the crossing remains closed due to the occupancy of DC 6P.

Rice. 2 Structuralschemeautomaticfencingdevicesonmoving

The 6P rail circuit is isolated before the crossing by installing insulating joints. The release of the crossing is recorded by the crossing release control circuit KOP upon the release of this RC. At the same time, the actual passage of the train is checked to avoid false opening of the crossing when applying and removing an extraneous shunt on RC 6P.

Short-term shunt loss monitoring circuit KPSh generates a command “O” to open the crossing in 10…15 s (to avoid false opening of the crossing in the event of a short-term loss of the shunt while the train is moving along the RC 6P).

Broadcast scheme CxT provides normal work AB and ALS, transmitting the signal current from the 6Pa rail circuit to the 6P rail circuit.

The crossing is closed by turning on two alternately burning red lights of the crossing traffic lights.

Schemeinclusion In case of automatic traffic light signaling, it controls crossing traffic light lamps and bells. The serviceability of the red light lamp filaments and their power supply circuits is monitored in cold and hot states. The control circuit for these lights is designed in such a way that the burnout of one lamp, a malfunction of the control circuit or the blinking circuit will not lead to the extinguishment of the crossing traffic light when the crossing is closed.

In an automatic traffic light signaling system with auto barriers ( APS) crossing traffic lights (two red lamps) and a bell are complemented by auto barriers, which are additional means crossing fencing. The electric motors of the barriers are activated 13...15 s after the crossing is closed, which prevents the beam from lowering onto the vehicle. After the beam is lowered, the bell turns off. Operating devices use electric motors direct current. Currently, new auto barriers of the PASH1 type are beginning to be introduced. Their advantages are as follows:

· more reliable and economical engines are used alternating current;

· rectifiers and batteries are not required to power DC motors, which reduces the cost of devices and operating costs;

· lowering of the barrier beam occurs under the influence of its own weight, which increases the safety of train movement in the event of circuit malfunctions or lack of power supply.

In APS systems, when the crossing is cleared by a train, the barrier bars automatically rise to a vertical position, after which the red lights on the traffic lights turn off. With semi-automatic barriers, the lifting of the bars and the subsequent turning off of the red lights occurs when the person on duty at the crossing presses the "Open" button.

In areas with heavy train and vehicle traffic, they are beginning to additionally install devicesbarriersmovingtypeUZP. This device is a metal strip that is located across the road, lies normally in the plane of the road surface and does not interfere with the movement of vehicles. After the barrier beam is lowered, the edge of the lane facing the vehicle rises at a certain angle. This prevents a vehicle that has lost control or is driven by an inattentive driver from entering the crossing. To eliminate the possibility of the SPD being triggered under the car or directly in front of it, ultrasonic sensors are used to control the clearness of the SPD location area. For manual control of the UZP and monitoring the condition and serviceability of these devices, a control panel with the necessary control buttons and indication elements is provided.

At crossings equipped with the APS system, it is possible to use barragetraffic lights to transmit information to the driver about an emergency situation at the crossing. The passage or station traffic lights closest to the crossing are used as barrier traffic lights, provided that they are located at a distance of 15...800 m from the crossing and the driver can see the crossing from the place where they are installed. Otherwise, special normally non-lit obstruction traffic lights are installed (see Fig. 2, traffic light Z2). The red light at traffic lights is turned on by the crossing officer when situations arise that threaten the safety of train traffic. In addition to the closure of the traffic lights, the supply of ALS code signals to the DC before the crossing stops and the crossing is closed.

To be able to control traffic lights and forced manual control of crossing devices, a crossing guard is installed on the outer wall of the crossing duty booth. shieldmanagement. It has buttons: closing the crossing, opening the crossing, maintaining (keeps the barrier bars from lowering when the crossing is closed), turning on the traffic lights. The same panel provides the following indication:

· approaching trains indicating the direction and route;

· condition and serviceability of crossing and barrier traffic lights. When the traffic lights are turned off, the green lights are on; when the prohibitory indication is turned on, the red indicator lights of the corresponding traffic lights light up. If a traffic light lamp malfunctions, the corresponding green or red indicator light begins to flash;

· state and serviceability of the blinking pattern;

Availability of main and backup power and charged state batteries(only in new shields of the ShchPS-92 type).

In shields of the ShchPS-75 type, switching incandescent lamps with light filters are used as indicators; in ShchPS-92 shields, AL-307KM (red) and AL-307GM (green) LEDs are used, which are more durable.

4. Features of AP in two-way traffic

With two-way train traffic, the crossing must be automatically closed when a train approaches from any direction, regardless of the direction of action of the AB. This requirement is due to the fact that direction change schemes do not operate stably enough. Therefore, if their operation fails, it is planned to send trains in an unspecified direction by order without the use of funds automatic regulation train movements.

To fulfill this requirement, the following tasks must be solved:

1. Restructuring of AP schemes when changing the direction of train movement.

2. Organization of approach sections and transmission of information about approaching trains established direction for both directions of movement.

3. Organization of control over the approach of a train of an unknown direction.

4. Control of the actual direction of movement of the train in order to block a false command to close the crossing after it has been vacated by a train of the established direction and has entered the approaching section of trains of an unknown direction.

5. Cancel this blocking after a certain time.

6. Elimination of the open state of the crossing when the utility train returns after it stops behind the crossing.

The implementation of these tasks significantly complicated the schemes of traditional AM systems, but ensured the safety of train movement under given conditions.

In accordance with new technical solutions " SchememovingalarmFormoving,locatedonhaulsatanymeansalarmAndcommunications (APS-93)" AP schemes have been simplified and unified for use with any type of AB or without AB on both single- and double-track sections. The specified technical solutions provide for the use of existing tonal automatic blocking control centers (see paragraph 2.4 and section 5), the use of traffic control centers in the form of track circuits superimposed on the track circuits of traditional AB systems, or equipping approach areas with tonal control centers in the absence of a battery.

Application tonalRC in AP schemes allowed:

moving house automatic alarm fencing device

1. Implement an automatic crossing control system regardless of the direction of train movement and the direction of operation of automatic blocking devices.

2. Ensure the length of the approach section is equal effective length and exclude the BB scheme.

3. Eliminate the need to install insulating joints at the crossing and eliminate the transmission circuit.

4. Eliminate the crossing release control circuit as a separate device.

5. Increase the reliability of monitoring the actual movement of the train.

6. Use the same type of AB schemes for any type of AB or in its absence.

Test questions and assignments

1. What crossings are called regulated?

2. Find the difference in the operation of crossing signaling systems such as “Traffic Light Signaling” and “Automatic Traffic Light Signaling”.

3. What devices of the APS system protect the crossing? Which ones are basic and which are additional?

4. Think about why the APS system is used only at crossings with a person on duty?

5. What is the disadvantage of systems with a fixed length of the approach section? How can this shortcoming be eliminated?

6. How do crossing devices know when a train is approaching?

7. For what purpose are insulating joints installed at crossings? Is it possible to do without them?

8. List the advantages of barriers of the PASH1 type.

9. Are UPD devices necessary if the crossing is equipped with crossing traffic lights and auto barriers?

Bibliography

1. Kotlyarenko N.F. etc. Track blocking and auto-adjustment. - M.: Transport, 1983.

2. Systems of railway automation and telemechanics / Ed. Yu.A. Kravtsova. - M.: Transport, 1996.

3. Kokurin I.M., Kondratenko L.F. Operational fundamentals of railway automation and telemechanics devices. - M.: Transport, 1989.

4. Sapozhnikov V.V., Kravtsov Yu.A., Sapozhnikov Vl.V. Discrete devices for railway automation, telemechanics and communications. - M.: Transport, 1988.

5. Lisenkov V.M. Theory automatic systems interval regulation. - M.: Transport, 1987.

6. Sapozhnikov V.V., Sapozhnikov Vl.V., Talalaev V.I. and others. Certification and proof of safety of railway automation systems. - M.: Transport, 1997.

7. Arkatov V.S. etc. Rail chains. Operation analysis and maintenance. - M.: Transport, 1990.

8. Kazakov A.A. and others. Interval control systems for train traffic. - M.: transport, 1986.

9. Kazakov A.A. and others. Automatic blocking, locomotive signaling and hitchhiking. - M.: Transport,

10. Bubnov V.D., Dmitriev V.S. Signaling devices, their installation and maintenance: Semi-automatic and automatic blocking. - M.: Transport, 1989.

11. Soroko V.I., Milyukov V.A. Railway automation and telemechanics equipment: Directory: in 2 books. Book 1. - M.: NPF "Planet", 2000.

12. Soroko V.I., Rosenberg E.N. Railway automation and telemechanics equipment: Directory: in 2 books. Book 2. - M.: NPF "Planet", 2000.

13. Dmitriev V.S., Minin V.A. Automatic blocking systems with voice-frequency track circuits. - M.: Transport, 1992.

14. Dmitriev V.S., Minin V.A. Improving automatic blocking systems. - M.: Transport, 1987.

15. Fedorov N.E. Modern systems auto-locking with tone track circuits. - Samara: SamGAPS, 2004.

16. Bryleev A.M. and others. Automatic locomotive signaling and auto-regulation. - M.: Transport, 1981.

17. Leonov A.A. Maintenance of automatic locomotive signaling. - M.: Transport, 1982.

18. Leushin V.B. Fencing devices at railway crossings: Lecture notes. - Samara: SamGAPS, 2004.

19. Automatic blocking with voice-frequency rail circuits without insulating joints for double-track sections with all types of traction (ABT-2-91): Guidelines on the design of automation, telemechanics and communications devices for railway transport I-206-91. - L.: Giprotranssignalsvyaz, 1992.

20. Automatic blocking with voice-frequency track circuits without insulating joints for single-track sections with all types of traction (ABT-1-93): Guidelines for the design of automation, remote control and communication devices in railway transport I-223-93. - L.: Giprotranssignalsvyaz, 1993.

21. Automatic blocking with tone track circuits and centralized equipment placement (ABTC-2000): Standard materials for design 410003-TMP. - St. Petersburg: Giprotranssignalsvyaz, 2000.

22. Crossing signaling schemes for crossings located on stretches with any means of signaling and communication (APS-93): Technical solutions 419311-SCB. TR. - St. Petersburg: Giprotranssignalsvyaz, 1995.

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Railway crossings are the intersection of highways and railway tracks at the same level. Moving places are considered high-risk objects. The main condition for ensuring traffic safety at crossings is the following condition: railway transport has an advantage in traffic over all other modes of transport.

Depending on the intensity of railway and road transport traffic, as well as depending on the category of roads, crossings are divided into four categories. Crossings with the highest traffic intensity are assigned category 1. In addition, category 1 includes all crossings in areas with train speeds of more than 140 km/h.

Moving happens adjustable And unregulated. Regulated crossings include crossings equipped with crossing signaling devices that notify vehicle drivers about the approach of a train crossing, and/or serviced by employees on duty. The possibility of safe passage through unregulated crossings is determined by the driver of the vehicle independently in accordance with the Road Traffic Rules of the Russian Federation.

The list of crossings serviced by the employee on duty is given in the Instructions for the operation of railway crossings of the Russian Ministry of Railways. Previously, such crossings were briefly called “guarded crossings”; according to the new Instructions and in this work – “moving with an attendant” or “attended moving”.

Crossing alarm systems can be divided into non-automatic, semi-automatic and automatic. In any case, a crossing equipped with a crossing alarm is protected by crossing traffic lights, and a crossing with a man on duty is additionally equipped with automatic, electric, mechanized or manual (horizontally rotating) barriers. At crossing traffic lights There are two red lamps located horizontally, which burn alternately when the crossing is closed. Simultaneously with the switching on of crossing traffic lights, acoustic signals are switched on. In accordance with modern requirements, at certain crossings without an attendant, the red lights of crossing traffic lights are supplemented white-moon fire. When the crossing is open, the white-moon light lights up in a flashing mode, indicating the serviceability of the devices; when closed, it does not light. When the white-moon light is extinguished and the red lights are not burning, vehicle drivers must personally ensure that there are no approaching trains.

The following are used on Russian railways: types of crossing alarms :

1. Traffic light signaling. Installed at crossings of access roads and other tracks where approach areas cannot be equipped with rail chains. A prerequisite is the introduction of logical dependencies between crossing traffic lights and shunting or specially installed traffic lights with red and moon-white lights that serve as barriers for railway rolling stock.

At crossings with an attendant, the crossing traffic lights are turned on by pressing a button on the crossing signaling panel. After this, the red light at the shunting traffic light goes out and the moon-white light turns on, allowing the movement of the railway rolling unit. Additionally, electric, mechanized or manual barriers are used.

At unmanned crossings, crossing traffic lights are supplemented by a white-lunar flashing light. The closing of the crossing is carried out by workers of the drafting or locomotive crew using a column installed on the mast of the shunting traffic light or automatically using track sensors.

2. Automatic traffic light signaling.

At unattended crossings located at hauls and stations, crossing traffic lights are controlled automatically under the influence of a passing train. Under certain conditions, for crossings located on a stretch, crossing traffic lights are supplemented with a white-lunar flashing light.

If the approach section includes station traffic lights, then their opening occurs after the crossing is closed with a time delay that ensures the required notification time.

3. Automatic traffic light signaling with semi-automatic barriers. Used at serviced crossings at stations. The closing of the crossing occurs automatically when a train approaches, when setting a route at the station if the corresponding traffic light enters the approaching section, or forcefully when the station duty officer presses the “Closing Crossing” button. The lifting of the barrier bars and the opening of the crossing is carried out by the crossing duty officer.

4. Automatic traffic light signaling with automatic barriers. It is used at serviced crossings on stretches. Crossing traffic lights and barriers are controlled automatically.

In addition to the listed devices, warning alarm systems are used at stations. At warning alarm The crossing duty officer receives an optical or acoustic signal about the approach of a train and turns on the technical means of fencing the crossing. After the train has passed, the attendant opens the crossing.